4 March 2022
To whom it may concern,
Exactly forty years after I first relocated from Norfolk to Shropshire and now I am preparing to return to live and work in Shropshire for a third and final time on Saturday 5 March 2022. I had a partially successful trial run 12 months ago.
Since the spring of 1990, my life has been defined by being made invisibly ill from flying the BAe 146 jet, like countless other aircrew and passengers around the world whose health has been adversely affected by a known, fundamental design flaw of most jet aircraft of continuing to use contaminated (mostly with carbon monoxide) ‘bleed air’ to ventilate the cabin with toxic air sensors which are deliberately not fitted.
On 10 January 2022 I signed a formally witnessed Statement, which can be found on www.aerotoxic.org along with other global dated evidence for any public court to consider. As 260 overdue Unite the Union Toxic Cabin Air legal cases are about to be judged in London, imminently – which most would agree is of public interest.
I now have the choice of making my return to Shropshire fully public and share my story to date or go as quietly as possible back to Shropshire to pursue my general flying interests, which includes resolving the cabin air problem with known solutions and responsible public authorities including the Police, CAA and BBC.
But my future actions will be based on how the UK government deals with this situation, as to date – they have not responded appropriately. Aerotoxicity has become defined by money – nothing to do with science nor medicine.
Many people have become aware over the years of my involvement with this systematically covered-up danger of flying from toxic cabin air exposure, which has been well known about and documented since 1955 with a brief BBC Panorama report of 2008 to the UK public.
It is reasoned that it may not now be in the public interest to know the full extent of this covered-up cause of mass public poisoning, which can affect anyone who flies because the world has suddenly become a very unstable state, but public health is always the priority and must now be addressed.
However, I do have a public duty to Her Majesty the Queen to share my expert knowledge, experience and evidence with others to eventually resolve this known H&S issue for future generations and that is what I will do in Shropshire – either with full publicity of my story or more behind the scenes, with outside help and on agreed terms.
Former BAe 146 Training Captain
Aerotoxic Solutions Consultancy Ltd.
As a career professional pilot, I first became aware of Aerotoxic Syndrome (AS) in early 2006 soon after I had had to retire prematurely at the age of 49 from being an airline pilot for 16 years.
I had experienced a variety of severe neurological symptoms for 15 of those years and I was disturbed to find out that the illness had already been well known about as a US Doctor, a French forensic scientist and an Australian toxicologist had first published their peer reviewed paper on 20 October 1999 and many other scientific papers have been published since, as the public’s health is traded for profit by certain people.
Because AS involves huge amounts of money, the public illness has been covered up by successive governments around the world as they put the health and wellbeing of industry ahead of public health.
I have run Aerotoxic Association Ltd (not for profit) and invested around £250K since 2007 but I realised in recent times that I had become very familiar with most of the known and available lucrative solutions. That’s why I founded the company in 2021 and now it’s overdue to focus on helping the public with known solutions whilst others continue to argue over the illness’s existence. We never argue over whether the public illness exists or not, just concentrate on the known solutions.
ASC is for profit, as we need key people who are used to dealing with money, but the overwhelming requirement must always be that anyone involved must always put public health first, as is frequently claimed by governments.
The known solutions are Medical, Technical, Occupational health, ‘Further Research’ and Legal – but the common theme throughout is aviation – so a keen interest for those who have a love of flying would be a definite advantage, as I wish to return to flying in the future, mostly.
One of the challenges is that few people – even in flying are aware of this covered up public disease, but this will soon change, as there are 260 UK Unite the Union public court cases waiting to be heard from March 2022 onwards – these legal cases have built up steadily over the past 5 years and have been delayed by Covid 19 but are now waiting to be judged.
Few doubt the outcome of eventual formal global disease recognition with other developed countries in similar situations and isolated public court wins which began in the High Court of Australia with Turner v’s East West Airlines on 3 September 2010 after a ‘fume event’ 18 years earlier.
But we know from published parliamentary evidence and a 2008 BBC Panorama that large (40) groups of passengers (including young children) on a single flight can also be affected and there are around 1,000,000 aircrew and frequent flyers with AS in Europe alone – an attractive business proposition therefore – for the right sort of people to help those who have been injured and their journey to enlightenment and recovery.
Shropshire has been a special county for me since the 1980’s when I was an aerial spraying pilot. Salop is a friendly, ‘Can Do’ place where the people care for one another and the right business mix exists for a Darwin style of new company where money is a by-product, not the aim.
“It is not the strongest of the species that survives, nor the most intelligent that survives. It is the one that is most adaptable to change”.
Any new business is as good as the people in it and whilst I am mostly qualified to fly aeroplanes which includes forward thinking, tough decision making and creativity – I need others on board who relish change, know clever stuff and have the vision of helping others, always knowing that anything is possible.
3 March 2022
My flying logbook tells me that at 1530 on 22 February 1982 I landed for the first time at Condover airfield, south of Shrewsbury in Shropshire after a 90 minute flight from Gloucestershire in very poor visibility.
I can still recall the thrill of arriving in a new county where I would spend five happy years living and flying. I had been aerial crop spraying for a couple of years in Norfolk and wanted to ‘do my own thing’ and life all seemed too good to be true.
But we only had land line phones, the post and VHF radios in those relatively innocent and simple pre internet days.
I would be working with a great Shropshire friend John Fergusson who would operate the Bedford loading lorry and whose parents still farmed near Telford, so local and invaluable help, who already knew the county very well. We also had a Norfolk marker Ian – who rushed around in a Renault van marking the fields and generally preparing the work all over Shropshire, Herefordshire, Staffordshire and Wales.
We all lived together in a large rented house in Bayston Hill, close to Condover and having been brought up and schooled in East Anglia for the first years of my life – I was always keen ‘to go over the horizon’ and find new challenges. It has always been notoriously difficult for anyone to get a steady job in aviation, close to where one lives.
East Anglia is notoriously flat and has therefore always has been relatively easy to fly from as there are no hills or mountains to deal with. I was looking forward to the new challenges of flying in Shropshire which I found to be utterly beautiful and magical, as the locals were very warm and welcoming, which I was told was due to the fact that their farmers went to weekly livestock markets and enjoyed banter and fun.
My Father had previously moved to live and work near Oswestry – so apart from having close family there I soon made lifelong friends amongst the locals over the next 5 happy years.
In the winter of 1982, I needed to keep working so I went out to Kenya and flew there at 10,000’ above mean sea level, spraying barley for The Kenya Brewery, but I also nearly killed myself several times as flying at high altitude required new skills but it was a great experience living with the Maasai for three months.
I would then over winter in safer South Australia where I continued aerial spraying and first developed aerial fire fighting over four years.
By 1987, I had got married to a Norfolk girl who was living in Shropshire and were becoming aware that aerial spraying was going out of fashion as it was being replaced by low pressure, wide boom ground sprayers, so we decided to change my aviation career as anyone has to do in life – by flying larger, supposedly safer aircraft and we moved to Warwickshire to be nearer to the main airfields of Coventry, Birmingham, Luton and Heathrow.
Ironically, I nearly lost my life on my last ferry flight back to Old Buckenham, Norfolk on 17 September 1987, my mother’s birthday with added pressure to return as I got lost in heavy rain and low cloud in the Midlands but got back to Norfolk, eventually.
But leaving Shropshire to fly larger aircraft would prove to be a serious mistake for me and countless others – as I now know that jet aircraft are not safer.
I now chose to return to both live and fly in Shropshire and take up new careers – exactly 40 years on.
2 March 2022