Aerotoxic Association of Norwich, UK announces a working
relationship with KJC law of Boston, USA to support those affected by Toxic
Cabin Air or Aerotoxic Syndrome.
When the Aerotoxic Association Ltd. Charity was founded by Captain John Hoyte at the UK Houses of Parliament, London on 18 June 2007 – the published aim was to help and support other survivors of Aerotoxic Syndrome or Poisoning.
Capt. John Hoyte, Dr Susan Michaelis (with
paper), Capt. Tristan Loraine (with oil can), Capt. Julian Soddy
Due to this ‘legal precedent’ and a preponderance of
scientific evidence published over seven decades, US law companies are now
available to represent other poisoned flyers – mainly flight attendants and
pilots but also passenger frequent flyers – as the toxins are known, like
Covid-19, to cause both acute and chronic illness.
Scientific evidence of human ill health has been published
since the 1950’s yet the term Aerotoxic Syndrome put forward in 1999 by
a US doctor and scientists from France and Australia is yet to be formally accepted
due to the inconvenient financial consequences.
It is strongly suspected that there has
been a systemic ‘cover-up’ which has not only delayed doctors, scientists,
politicians and members of the public from finding out more about a hidden
cause of mass public ill health but also made it more difficult for sufferers
to benefit from investigations and treatments which are now available. Technical
solutions including ‘Toxic Air Detectors’ for all ‘bleed air’ jet planes will
also be available shortly.
In a previous Air Quality
(Aircraft) debate in Westminster Hall of 1st July 2009, Tobias
Ellwood MP and Captain Hoyte’s previous Member of Parliament the late John
Maples MP debated openly whether: “There is a fundamental design flaw fault
in passenger aircraft that exposes passengers and crew to dangerous and
potentially lethal toxic fumes?”
As a direct result of Norwich South’s Unite Labour Member of
Parliament, Clive Lewis, failing to acknowledge any formal Aerotoxic
Association correspondence for over 5 years – specifically the landmark 2020 US
public Court legal case. The Charity now plans to relocate to continental
Europe by the end of 2020 so the Company can take an active part in ‘Further research’.
Whilst the office of HM Queen comprehensively replied to a formal letter in
Pilot Richard Westgate was just one example of countless international aircrew who contacted the Aerotoxic Association after complaining of mysterious chronic ill health on 16 March 2012 before dying in The Netherlands on 12 December 2012; Richard’s life and other professional aircrew will never be forgotten.
The Aerotoxic Association Charity of Norwich, UK is delighted to be working with KJC Law of Boston, USA who are available to represent members of the public who have been affected by toxic cabin air from Friday 4 December 2020.
“It is long overdue that governments put the health of
the flying public before that of the airline industry by facing up to seven
decades of published evidence of aerotoxic poisoning with ordinary people being
professionally represented. A full, balanced open public debate and inquiry
promoted by the media in the public interest must now be paramount.”
Chairman Aerotoxic Association Ltd. Charity
Former BAe 146 Training Captain
To learn more about Captain Hoyte & other survivors ‘stories’
of Aerotoxic poisoning – listen to these 2019 podcasts:
Listen to a one & only live BBC Norwich interview with Captain Hoyte in
2015, avoiding mention of his airlines & ‘Cover-up’. https://www.bbc.co.uk/news/av/uk-31578256
In May 2010, Flight International published ‘A Day in the Working week’ of John Hoyte, Aerotoxic Association. I’m sad to report that Cabin Crew Simon, mentioned at the end of the article died the following year; but countless other people have been affected by toxic oil fumes since May 2010….
How DO they get away with it?
Article from May 2010: John Hoyte lost his medical category as a BAE Systems 146 captain in 2006 a victim of aerotoxic syndrome, which left him seriously neurologically damaged. He founded the Aerotoxic Association in June 2007
I set up the
Aerotoxic Association several years ago after suffering the neurological damage
that ended my flying career. The reason for the delay is that it took me so
long to find out what had caused the symptoms I suffered. When I did find out,
and had recovered sufficiently to be able to organise myself again, I wanted to
ensure my pilot and cabin crew colleagues in the industry have the opportunity
to learn about the risks they face, the symptoms of Aerotoxic Syndrome, and how
to recognise onboard fume events that might have exposed them to the cockpit
and cabin fumes that cause the problem.
The AA is not
alone. Last week I attended the three-day annual general meeting in London of
the Global Cabin Air Quality Executive, another voluntary association, but specifically
dedicated to researching the technical origins of the problem, the thousands of
occurrences and studies on record in various countries, and potential solutions
like bleed air filtration or the use of engine oil which does not contain the
synthetic anti-wear additives that contain toxic organophosphates.
The risk occurs
when these organophosphates get into cabin air in the form of fumes or aerosol
mist, which can happen when engine oil seals fail. The GCAQE tracks all this
and also follows the results of ongoing medical research into the precise
nature of the damage these fumes do to people’s brains and nervous systems.
Meanwhile, I have
received an invitation to address politicians, pilots, lawyers and union
leaders in Berlin on 18 May about the work of the Aerotoxic Association. I
would not have been physically and mentally able to do this during the years
from 1989 to 2007; but now I relish the opportunity to share a growing sense of
international understanding of Aerotoxic Syndrome – 10 years after the medical
issue was first identified by an Australian Senate working committee in 2000.
Daily, at AA, I get
email enquiries from all over the world – no two people with identical
symptoms, but the combinations have become familiar over the years. That’s what
you would expect when different people have different exposures. The
similarities are how pilots always go to part-time working first, feeling
unaccountably exhausted and unable to think straight. Later comes the final
breakdown, and they always ‘fail safely’. Sometimes they return to flying after
a period of sick leave, but when they go back on the line the symptoms return,
and they leave flying, often not aware of what is wrong with them.
Just recently, the
media seem to be working out that passengers breathe the same air as aircrew
and often find they have the same symptoms, which I now firmly believe are
frequently interpreted by passengers as ‘jet lag’. The media naturally appear
to have difficulty accepting the idea of aeroplanes being flown by
brain-damaged pilots as it doesn’t fit the desired image – despite 81% of
British Airline Pilot Association pilots reporting “feeling
fatigued”, and those who suffer Aerotoxic Syndrome encounter a resolute
refusal by airline medical officers to give a name to the problem.
At the Aerotoxic
Association, we rely on others to provide badly needed resources. In 2007, I
was fortunate to meet Tony Watson, a fellow local sufferer and former Avro RJ
and Boeing 757 pilot. He has become the Aerotoxic webmaster and we pride
ourselves on getting accurate balanced up-to-date information to our many
visitors, and a weekly visit helps us deal with the loneliness of suddenly
losing one’s job. We dispatch a quarterly newsletter summarising the latest
The disciplines of
aviation that we had learned – punctuality, team work, caution, knowing when to
take a calculated risk, and the ‘never give up’ attitude serves us well in our
pursuit of getting the authorities to recognise Aerotoxic syndrome as an
accepted medical term, and to face inconvenient facts.
Just this week, two
cabin crew who have had similar ill health for many years found out about this
“best-kept secret in aviation”, and after discussing it, left us in
shock and were apparently unable to speak about it on their drive home. They
have recently had private medical tests, which indicate exposure to chemicals.
writing to let you know formally, as my nearest local Labour party contact,
that last week I made a command, strategic decision to relocate the Aerotoxic
Association Ltd. Charity to the European continent by the end of December
sole reason for leaving the UK – again, is the continuing lack of any interest
or any acknowledgement after more than 5 years of positive evidence by my
Member of Parliament for Norwich South of Aerotoxic Syndrome/poisoning, which
has been a known and scientifically published international cause of mass
public serious ill health since October 1999.
14 years of knowledge of this issue, I am well aware of other similar H&S
issues, but with a published 2017 Dutch estimate of 1,000,000 frequent flyers
and aircrew with Aerotoxic Syndrome in Europe alone – I hope you can agree that
I and many other professionals are keen to have this particular cause of a
serious mass public illness recognised and the known solutions introduced now –
European countries continue to work towards a resolution with many Aerotoxic
experts are based in The Netherlands, whilst the UK fails.
attention has been drawn recently to a 1998 Channel 4 News report or evidence
which featured an unnamed BAe 146 Captain. I believe this gentleman may be
another organophosphate (OP) survivor of BALPA (British Airline Pilot
Association) who still may live in Norfolk, as unhealthy secrecy has been a recurring
feature of this cover-up.
the record, I was the anonymous, recently grounded BAe 146 pilot (I was
technically still employed by my airline Flybe at the time, so I had to be
unidentified with a dubbed voice) who was filmed by reporter Julian Rush for a
yet another Channel 4 News poisoning report in June 2006 – I still have the
blue checked shirt as evidence, plus the same hairy arms….
have made this message an ‘OPEN COMMUNICATION’ because the content is now in
the wider public interest, as the same government scientists and media (BBC)
have been ‘managing’ the organophosphate poisoning public so-called ‘debate’
for decades, but are now also worryingly responsible for managing the
relatively recent Covid-19 viral pandemic and therefore of interest to the
public and global/social media.
would be grateful if you would kindly acknowledge receipt of this open
communication as dated evidence on behalf of my MP Clive Lewis at your earliest
convenience; but please do let me know if you do not understand any part of it
or require further explanation as we are all determined to get to the truth.
The Aerotoxic Association Ltd. The Charity was launched at the Houses of Parliament, London on 18 June 2007 to help other members of the public who had been affected by Aerotoxic Syndrome.
The past year has
been dominated by the devastation of the airline industry due to Covid-19,
there has been much notable Aerotoxic evidence to report, including:
Following serious ‘Fume event’ accident flights in 2019 and 2020 which affected the health of passengers – the BBC produced a strong ‘File on Four’ programme on 25 February 2020 which investigated and reported some of the latest Aerotoxic evidence.
Captain John Hoyte has co authored and published a second book with Amsterdam based Brett Preiss: ‘How Planes Poison You! Aerotoxic Syndrome: Aviation’s Dirtiest Cover-up’.
The Aerotoxic Association was proud to be elected to present the Association and Unions areas for 1.5 million euros of ‘Further Research’ at EASA’s (European Union Aviation Safety Agency) first ever ‘Cabin Air’ workshop in Cologne on 31 January 2020 to EASA, Boeing, Airbus, Rolls Royce, BA, Air France, Lufthansa, KLM, Easyjet etc
It is noted that one of the Union requests was for ‘More research’ into ‘New Protective Equipment’ whilst from 15 June 2020 it is now mandatory to wear ‘Face Mask’ protection on all UK public transport.
to many planes being grounded due to Covid-19, The Germans have recently called
for known solutions to be fixed before they fly again – such as poison sensors.
At the moment, aircrews’ noses and eyes are only available to test toxic air.
It is felt that most passengers and aircrew would demand these available solutions
to be urgently brought in after overwhelming evidence has accumulated over 60
Meanwhile, a published Dutch study of 2017 estimated that around 1,000,000 frequent flyers in Europe alone have Aerotoxic Syndrome (34,000 in NL and 135,000 in the UK) so this illness remains a hidden public health issue.
Hoyte commented: ‘Thirteen years is a long time for governments to deny a
known cause of public ill health, whilst claiming public health is paramount. But
with public attention recently focussed on government scientists and those
responsible for public health, it is now long overdue to demand the known and now
available solutions and to seriously question the ‘No Positive evidence’ claim,
as the whole of aviation faces a changed future’.
Contact: Captain John Hoyte, Chairman Aerotoxic
Association, Former BAe 146 Training Captain. Norwich, Norfolk, UK based on
07773 77 1867 firstname.lastname@example.org
of ‘positive evidence’ of Toxic Cabin Air.
In 2017, a published Dutch study
estimated around 1,000,000 frequent flyers and aircrew with Aerotoxic Syndrome
(1999) in Europe alone, with approximately 135,000 members of the public from
Any positive evidence of chronic
public ill health has been dismissed by governments for years despite now being
an opportune time to fit the known and available solutions with most ‘bleed air’
jet planes grounded due to Covid-19.
On 22 May 2006, following the comprehensive clinical testing of 27 Balpa professional pilots by Dr Sarah Mackenzie Ross of University College London, former BAe 146 Training Captain John Hoyte made a formal Statement.
This Statement concerned human
ill health resulting after exposure to toxic oil fumes in the cabins of most
Captain Hoyte went on to become
Chairman and Founder of the Aerotoxic Association Ltd. The Charity in 2007.
Here is the 22 May 2006 formal Statement or evidence:
To whom it may concern.
It has been long
accepted and admitted that compressed air from jet engines has been
contaminated with engine oil which contains many harmful chemicals including
VOC’s and Organo phosphate substances which are universally accepted to be
harmful to health with well known symptoms.
The UK Government has
been aware and discussing the problem for a number of years whilst the vast
majority of the public and medical profession remain completely unaware of
scale and extent of the problem.
As a result of 27
pilots blood and fat being tested in March – May of 2006 with associated memory
and cognitive function tests carried out at the same time by UCL (University
College London) it has revealed shocking and incontrovertible evidence that
there is a serious health hazard for anybody who flies in these aeroplanes;
especially the crews and is therefore a serious flight safety issue. The report
will be available from May 22nd 2006 but may be restricted in its
distribution for obvious reasons.
Other people known to
be probably effected are the entire Royal family and senior members of the
Government who have flown on the BAe 146 for the last twenty years and can not
have escaped the same contamination.
The BAe 146 and
Boeing 757 are well known for being the worst offenders of commercial
airliners, possibly due to sharing a similar make of APU or Auxiliary Power
Unit and its use on the ground.
There have been many
incidents and fatal accidents attributed to ‘fatigue’ and ‘pilot error’ on the
BAe 146 and B. 757 over the years but never any suggestion that contaminated
air is fundamentally to blame.
I wish to make it
clear that due to intense covering up of the phenomenon over the past ten years
or more it is now my duty to point out that any accident in the future should
be regarded as probably being caused by this effect and for any suggestion that
it is not a factor to be subject of a criminal enquiry and manslaughter charges
for those people denying the link.
John Grahame Hoyte
22 May 2006.
Meanwhile, the 21 April 2020 marked the anniversaries of three separate, yet different aspects of Toxic Cabin Air evidence from 2005, 2008 and 2015, in a Media Release which was published as a matter of public interest.
As the UK government continue to claim that there is ‘No positive evidence’ of any chronic public ill health, the following answers are now demanded of the UK government based upon photographs and film of a visible oil fume event taken by a passenger on 5 August 2019 at Valencia on board BA accident Flight 422 in an Airbus A 321-200 G MEDN.
What are the approximate concentrations of organophosphates in this visible oil fume event?
As visible oil fume events have been recorded to occur daily, have the measured concentrations of organophosphates and other chemicals been published yet for the use of the public, doctors, scientists, and lawyers?
Why are the media not free to use the 1999 term ‘Aerotoxic Syndrome’ to describe the known public human ill health resulting from oil fume accident exposures?
Does the Australian High Court verdict of Turner v’s East West Airlines on 3 September 2010 count as ‘Positive evidence’ of chronic ill health and if not, why not?
A new book, published on 30 April 2020 by John Hoyte & Brett Preiss ‘How Planes Poison You! Aerotoxic Syndrome: Aviation’s Dirtiest Cover-up’ explains in simple terms some of the latest scientific evidence behind Aerotoxic Syndrome and questions whether the past sixty years of scientific evidence can be considered as ‘positive evidence’ and is in the public interest.
It is recommended that an urgent,
open public debate be commenced to decide whether the fitting of the known and
now available solutions for aerotoxic syndrome is in the public interest.
Captain Jack Hay of Aerotoxic
scientists and doctors have recently had to explain extreme public measures to
deal with Covid-19; how can these same scientists and doctors continue to
ignore all of the evidence of mass public illness caused by public exposures to
deadly organophosphates in visible oil fumes from a six decade old design flaw
of most jet planes, where the known solutions are now available?’
Book Dedication: To the children of Flight XLA 120 on 1 February 2007
“The health of the people should be the supreme
On Friday 24 April 2020 UK Prime Minister Boris Johnson quoted, in Latin, the Roman statesman Cicero
greater the challenge, the greater the victory”
Captain Russ Watkins 1978
I only wanted to fly aeroplanes…”
Captain Brian Porter 1977
Foreword by David Learmount
Aerotoxic syndrome exists. But so does systematic denial by the
aviation industry and its government backers. As an aviation journalist for 35
years at the time of writing this Foreword, for a long time I believed the
industry when it told me, hand on heart, that the dangers to pilot and passenger
health of engine oil fumes entering aircraft cabins were dramatically
exaggerated and very rare. But eventually I agreed to meet two former airline
pilots who had suffered damage and lost their careers to aerotoxic syndrome. I
had, however, met others before and had not been convinced, so what made the
difference this time? Tristan Loraine and Susan Michaelis provided me with the
technical data and evidence of something that had been going on for years –
about 50 years.
They informed me about the chemicals involved, the ongoing
biochemical research into the damage these can cause to humans, the fume event
occurrences and what makes them happen, and the human stories of pilots and
cabin crew affected. And through them I met a network of aeromedical
specialists and biochemists who were studying the issue in detail. Then I
started asking questions again in the industry, but I was much better informed
this time. No aircraft or aero-engine manufacturer denies that fumes from
engine oil can get into cockpits and cabins, nor do they deny that these ‘fume
events’ happen from time to time. They do not deny either that these engine
oils contain organophosphate materials that can cause neurological damage in
humans. The oil containers even have warnings on them to that effect. The
reason the industry and its government backers can keep the lid on this issue
is that the burden of proof about the damage these fumes can cause rests with
The industry answers charges about health damage by denial and
dissembling, which the system lets them do because of the rules about where the
burden of proof lies. The industry’s lawyers are masters of technical points of
law that enable them to claim that the victims have no legal proof of the
connection between Aerotoxic Syndrome, a fume event and the symptoms that the
victims suffer as a result. The lawyers can argue that the cause might lie
elsewhere in the victim’s life, or in their metabolism, and this ‘negative’
allegation is very difficult to disprove. There is a precise parallel here
between the legal war fought for years between the tobacco industry and damaged
smokers and the medical world who were looking for the proof of a connection
between tobacco smoking and lung cancer.
Everybody knew that there was a connection, but the burden of proof
was with the victims, and until a precise biomarker could establish that the
cancer was initiated by the effects of tobacco-based chemicals in specific
individuals who smoked, the industry could go on denying. The only difference
between these two cases is one of scale. The health effects of tobacco affected
billions of people worldwide, whereas although aircraft fume events happen
regularly, they only occur once every several hundred flights. And when they
do, some individuals are affected while others are not, because of metabolic
differences between individual humans and the frequency of exposure that any
individual suffers. The fact that fewer people are involved makes it easier for
the industry and government to continue the denial, and more difficult for
those damaged to seek any form of redress – or even acknowledgement of their
medical condition. It means ordinary doctors are kept in ignorance of the
syndrome and its symptoms, making misdiagnosis more likely.
The fact is that, for those who are affected, the effect of
aerotoxic syndrome on their lives can be devastating. For that reason it is
obscene that the industry washes its hands of the issue, and even worse that
governments collude, because there are ways of reducing or even eliminating the
risk of airborne fume events. But while denial exists and governments collude
with the manufacturers and airlines, these remedies will not be applied. That
is what this book is about.
David Learmount, Operations and Safety Editor, Flight
On Monday, 5 August 2019 two passengers, Gayle Fitzpatrick and Stephen McConnon were on a British Airways (BA) Airbus A321 from London to Valencia, Spain for a holiday. But little did they know that their flight would become a flight to hell, as they fought to breathe due to an in-flight ‘Fume event’ accident.
Here is their exact, complete, and unabridged testimony:
“This event, as most of you know,
happened on 5 August this year. So just under five weeks ago. BA are trying to
fob passengers off with vague lines of “still investigating” and
hoping we will forget what happened. Zero customer care. Even less
Stephen and I were two of 175 passengers
on BA422 flying from London Heathrow to Valencia. 1 hour 55 minutes flying
During the last ten minutes of flight
there was a large bang noise, and then white smoke and fumes started pouring
thickly in to the cabin. It was like being in a club, standing on the dance
floor when a smoke machine starts pouring out for atmosphere. Except this was
on a plane, which was still flying. We couldn’t see two seats in front of us.
The cabin crew stopped communicating with passengers from there on in….yes,
we had no further communication from them in the most critical of
The plane very suddenly started an
extremely sharp descent. Cabin crew then donned chemical suits and masks. No
oxygen masks came down for passengers. We now know this was because in the
event of a fire the deployment of oxygen masks would increase the risk of a
mid-air explosion. This was not explained to passengers who became confused and
scared understandably. It was completely surreal.
We were relieved when we landed and
desperate to get off the plane, but for a further 10 minutes, while the plane
cabin was thick with smoke (see video) we were confined as cabin crew couldn’t
open the doors for whatever reason. We could hear the sound of several fire
engines outside the plane. Panic was beginning to set in. Lots of families on
board trying to keep their children calm, despite their own obvious concern and
When the doors were eventually opened, we
were directed by the hands (not voices) of cabin crew to jump down the
emergency chutes. Some passengers (only a handful) insisted on taking their hand
luggage(!!) Most didn’t. Everyone was grateful to get off the plane and breath
actual air. Many were crying, disoriented, some nervously laughing, some
screaming in terror, and wandering aimlessly in a state of shock.
On the runway, Spanish groundcrew then
directed passengers to areas far from the plane. It was clear there was concern
it could still explode.
After a period of time elapsed, maybe ten
or twenty minutes, buses arrived to take bewildered passengers to the
Would you believe that after that
experience passengers were put through passport control? Again, completely
surreal. I cannot overuse surreal enough.
Thereafter passengers were left without
communication for nearly four hours….most just sitting around waiting for any
communication…and not only about the retrieval of their hand luggage, but
Despite the fact that passengers had been
subject to severe levels of thick toxic, white smoke and fumes we received no
medical checks or even a bottle of water on arrival or for the hours
after….meanwhile British Airways put out a media statement saying they were
supporting passengers on the ground. This was a blatant and disgustingly
cynical corporate lie.
We know the following facts now, and not
directly from BA who say they are “still investigating” …
1. Our pilot landed the plane
“blind” as a consequence of the cockpit being completely consumed
with the thick white smoke that filled the plane cabin
2. Valencia airport was advised to close
the airport ahead of our plane coming in
3. Staff in the airport reported that
they had been told our plane was on fire and emergency services deployed
4. The same plane had been grounded twice
in June for toxic fume incidents
5. A captain refused to fly our plane in
the months preceding due to known issues of it being a “gas
6. On 6 August a new engine was flown
from Prestwick via Toulouse to Valencia to replace the engine which had caught
fire due to a failed ball bearing
7. Cabin crew and pilots were advised not
to speak with passengers or media about the incident
8. The plane, G-MEDN is now back in
service operating as BA1488 London Heathrow to Glasgow
Just a few last points….
Before the LHR flight even took off I
noticed a foul, chemical smell. I remarked on this a number of times. We now
know other passengers noticed this too and complained to Cabin Crew halfway
through the flight. This is known as a Fume Event. Did you know you should
formally report this? I didn’t until the last few weeks….
The last few weeks have been a crash
course in learning about the insidious secret airlines don’t tell you….we fly
being constantly exposed to toxic fumes that provide our breathing air. This
“air” which is generated by the very engines that fly our planes
contains organophosphates which are known to be carcinogenic. Most of the time
these fumes are low level, but on an increasing number of occasions reports are
coming in that the levels are dangerous and have led to planes being grounded,
emergency evacuations and now a number of cabin crew, pilots and even
passengers with life limiting/threatening illnesses and in some cases death.
Airlines have the option to use filtration
systems at a cost of £10-30k per plane which would remove the threat to their
pilots, Cabin Crew and passengers. There are no filtration systems on planes
except the large dreamliners. The air filtration issue has been known by the
airline industry for over 50 years. It seems the allure of big money is more
important than passenger safety.
BA are trying to fob us off. They hope
passengers will forget about the incident above and not come looking for
answers, but after that experience I believe we deserve those at the very
least. Please retweet and help hold British Airways to account.
Accident: British Airways A321 at Valencia on Aug 5 2019, smoke on board.
Scene on board (Photo Credit: Lucy Brown)
Evacuation in progress (Photo Credit: Lucy Brown):
Welcome to Aerotoxic Syndrome. This accident not only happened to
Gayle and Stephen but also to the other 175 passengers and 8 aircrew on that
flight – a total of 183 ‘souls on board’.
Every single passenger and aircrew who takes any ‘bleed air’
flight, including you, are potentially affected.
You will discover in this book that there are many more ‘passenger’
than aircrew accounts, this is due to the fact the passengers are generally fit
and normal prior to flying and have actually paid good money to be in a
confined space with no escape.
But when they find themselves getting sick as a result of a flight they are clearly not “putting it on”, swinging the lead, acting or blaming ‘nocebo’ effects or other nebulous medical reasons – especially when a whole, much larger passenger group are all affected altogether at once; as we shall see again later on with Flight XLA 120 of 1 February 2007.
The depressing truth is that first class and business passengers
think that, because they pay lots of extra money, they somehow get or deserve a
‘better class of air to breathe’.
In fact they are all actually breathing exactly the same air as the
rest of the passengers and aircrew
This was graphically proven in November 2019, when a first class
passenger was made very ill while still on the ground and was off loaded with
her husband, along with three cabin crew who would have been equally badly
Who actually wants to be acutely and then chronically sick. Can we
all again agree that only a few crazy nutters would do?
You will soon learn that there are shockingly around 1,000,000 frequent flyers and aircrew with Aerotoxic Syndrome in Europe alone. Therefore Gayle and Stephen, two members of the public whose health dramatically changed after their 5 August 2019 flight and unknowingly became the 1,000,001 and 1,000,002 sufferers of Aerotoxic Syndrome.
This illustrates the crazy numbers of what has become a ‘Cover-up
game’ for industry, over six long decades.
It is known that, ironically, a senior BBC Panorama and TV producer
husband and young family were also on the same Valencia BA flight. But once individual
passengers get divided from the flight group, it is virtually both impossible
and impracticable to keep tabs on them and their individual health, which from
the airlines point of view, they don’t want to do, in any way – as the
passengers can soon become an expensive liability.
However, all the time – while reading this book, please do be
thinking: ‘Hang on, that could be, or
even was me, myself and I…’
As the infamous Darwinian ‘self-gene’ is well and truly at work
here, in this epic selfish, money-based cover-up.
Additionally, if you haven’t had any direct experience of the
Aerotoxic Syndrome scandal yet, you may forever believe the myth or conspiracy
theory that the serious illness from poisoning is all only in a few crazy
people’s (professional aircrews) and passengers heads… and blood, hair,
toenails, fat, liver and brains.
For now, just imagine that you were one of the 173 other passengers
on this particularly terrible flight from London to Valencia, sitting in maybe
row 12a, with your vulnerable aged parents and your very young, precious infant family.
This book has been specifically researched for 40 years and
written, just for you – fellow airline passenger and aircrew members.
This particular notifiable ‘Accident flight’ of August 2019 featured prominently in a new, latest Cabin Air Quality documentary film ‘Everybody Flies’ (2019). While presenter Mike Powell of the BBC actually ‘starred’ in that movie; meanwhile his colleague BBC Transport Correspondent Tom Burridge calmly reported the continued chronic passenger ill health ‘story’ many months later on 25 February 2020, after yet another separate, but even more serious passenger ‘Fume event’ flight where Burridge summarised his story as:
“The toxic gases that may (sic) be
harming aircrew and passengers.”
Couldn’t this summary be considered the most understated, but
typically BBC balanced claim ever, of the past 20 years?
Everyone knows that serious, highly visible oil fume events like
this formally logged accident, only ever happen several times a day throughout
the whole world, as the vast majority of flights appear to be so-called
‘normal’. We will soon discover that any known fundamental design flaw can
never be ‘normal’.
The fact remains that these particular ‘accidents’ continue to
happen daily, just like car accidents.
The public get hurt and according to the Authorities, there is at
last now begrudging acceptance of evidence of acute human ill health, but
officially there is still unbelievably ‘No positive evidence of chronic
ill health’ after 60 years.
For example, the UK CAA now publish the following helpful information for: ‘Aircraft fume events information for
patients’ (sic) past, present and future.’
You are a potential ‘patient’ according
to the CAA (Civil Aviation Authority).
But how do pregnant women, babies, minors and older frailer folk
make sense of these soothing words and clichés, when the written word of all
professional aircrew is not believed concerning an inconvenient illness, caused
by exposure to toxic oil fumes in a confined space?
All such fume event accidents go into a deliberately and seemingly
intentional lengthy investigation phase (this shows the public that some action
is being taken, but always – tomorrow…) But his phase normally lasts for
several years before any firm conclusions are published for the confused sick public
and lazy journalists who, because they weren’t there or were personally
affected, just accept the official report of the now long forgotten trauma of
those passengers and crew, who can nor will ever forget.
Official so-called ‘Accident investigators’ try to work out what
happened and to whom, and to date have previously and internationally
repeatedly demanded the known technical solutions, for example, poison
detectors system being fitted, as a minimum solution to prevent further
Smoke detectors, something which every other public place and
private home has fitted as standard and by law.
However, even the UK Air Accident Investigation Branch and other
regulators fail to enforce their own recommendations and orders, over many
So, passengers Gayle & Stephen reported to the BBC still being
chronically sick from this random ‘Fume event’ accident flight after 6 months
and 20 days. That’s ‘chronic’ by any reasonable doctors’ book, but very, few GP’s
will know about this illness, which has over decades become ‘normal’.
Exactly what does chronically happen over six decades to billions
(where 4,000,000,000 passengers used to fly every year before Covid-19) of
other human beings like you from a little known, yet fundamental design flaw of
both unfiltered and unmonitored ‘Bleed air’?
So this sad yet necessary, true, story starts but later in this book, you will be invited to compare Gayle & Stephens comparatively recent ‘story’ with US business woman Robin Montmayeur’s Statement of 4 June 2003, following her 13 December 2000 ‘fume event’ flight on an Airbus A 320… and countless other true ‘stories’…
Be prepared, because it gets a lot worse but very gradually and
slowly, a bit like most ‘low dose’ toxic exposures over many years and decades.
This book is a true record of fact, yet it will likely be read more
like a bizarre, sci fi horror story.