Positive Evidence – 17 August 2020

The following positive evidence has been published in the Public Interest as a Public Duty.

  1. 1999 – Aerotoxic Syndrome https://www.aerotoxicteam.com/time-line.html & https://www.researchgate.net/publication/266573677_AEROTOXIC_SYDROME_ADVERSE_HEALTH_EFFECTS_FOLLOWING_EXPOSURE_TO_JET_OIL_MIST_DURING_COMMERCIAL_FLIGHTS
  2. 21 April 2005 – BALPA Cabin Air conference https://www.anstageslicht.de/fileadmin/user_upload/Geschichten/Aerotoxisches_Syndrom/BALPA-CAPC-London-2005_WINDER.pdf & https://vimeo.com/11111751
  3. 15 December 2005 – JH e mail https://aerotoxic.org/wp-content/uploads/2020/07/Email15.12.05-JH-GHB.pdf
  4. 22 May 2006 – JH Statement https://aerotoxic.org/wp-content/uploads/2020/07/John-Hoyte-Statement-22.5.06.pdf
  5. 24 June 2007 – Booker article, Daily Telegraph
    https://aerotoxic.org/wp-content/uploads/2020/07/Christopher-Bookers-notebook-Telegraph.pdf
  6. 3 May 2010 – Aerotoxic Poisoning Flight XLA 120 – a group of 20 passengers
    https://aerotoxic.org/wp-content/uploads/2020/07/Stewarts-Law-Boeing-767-Flight-number-XLA120-Aerotoxic-Poisonin-1.pdf & https://www.aerotoxicteam.com/flight-xla-120.html
  7. October 2014 – Aerotoxic Syndrome: Aviation’s Darkest Secret by John Hoyte
    https://aerotoxic.org/wp-content/uploads/2020/07/Aerotoxic-Syndrome-Book.pdf
  8. 24 August 2015 – Eastern Daily Press: https://www.edp24.co.uk/news/politics/poisoned-on-planes-the-norfolk-man-at-the-heart-of-campaign-taking-on-major-airline-companies-1-4205856
  9. 19 August 2017: https://www.theguardian.com/science/2017/aug/19/sick-crew-toxic-air-planes-frequent-flyers-ill
  10. 28 March 2019 – Toxic Cabin Air lawsuits BBC News https://www.bbc.co.uk/news/business-47740523
  11. 17 September 2019 – Melissa Dray Testimony, 13 annual Cabin Air Conference, London https://drive.google.com/file/d/0B7q_qvqGfyT9d2VyU2xOdHZ3bFdWTUN6RkxfMFJJanlIMEtR/view & https://vimeo.com/368075125/21b7b66b59
  12. 31 January 2020 – Lawsuit against Boeing https://eu.usatoday.com/story/travel/airline-news/2020/01/31/boeing-lawsuit-contaminated-air-allegedly-entered-delta-plane/4621223002/
  13. 25 February 2020 BBC report legal cases in 2020: https://www.bbc.co.uk/news/stories-51633897
  14. 18 June 2020 – Formal letter to Dr Sarah Mackenzie Ross of University College London on 13 anniversary of Aerotoxic Association https://aerotoxic.org/wp-content/uploads/2020/07/Dr-Sarah-Mackenzie-Ross-18-June-2020-AeA.pdf
  15. 25 June 2020 – Formal letter to Public Health England https://aerotoxic.org/wp-content/uploads/2020/07/Public-Health-England-AeA-25.6.20.pdf
  16. 25 July 2020 – Public Health England reply https://aerotoxic.org/wp-content/uploads/2020/08/200724-DS1_Hoyte.pdf
  17. 31 July 2020 – AAIB INCIDENT report: https://assets.publishing.service.gov.uk/media/5f16a2ab3a6f405c00b4456c/Airbus_A320-232_G-EUYB_09-20.pdf & AV Herald ACCIDENT report: http://avherald.com/h?article=4cd2de19&opt=0

Contact for further information: Captain Julian Soddy of BALPA on 07831 844 749 or 01362 850663

Dr Sarah MacKenzie Ross of UCL https://www.sarahmackenzieross.com/ s.mackenzie-ross@ucl.ac.uk

Rene Bosman – Norwich Clinical Psychologist 07919153191

Aerotoxic Association Ltd Charity Media Release: 4.12.20

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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

Read letter 26th May 2019 UK Aviation Minister Baroness Vere of Norbiton referring a Member of Parliament to ‘aerotoxic poisoning’.

However due to a landmark legal breakthrough in an Oregon, US public Court on 31st July 2020 when US Airbus A320 Captain Andrew K Myers was awarded financial compensation after his acute and chronic serious ill health was proven to have been caused by toxic oil particles getting into the aircraft air ‘Fume event’ accident on 21st January 2017 an opportunity to work with a leading US Law firm has developed.

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.   

Watch BBC Panorama ‘Something in the air’ 21 April 2008 to find out about a large group of poisoned UK passengers from 2007. Listen to the BBC news of 25 February 2020 to find out about UK legal action due before the end of 2020: https://www.bbc.co.uk/news/stories-51633897

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 2016.

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.

If you or someone you know has been negatively affected by aerotoxic syndrome caused by contaminated air in an aircraft then contact KJC https://www.kjclawfirm.com/toxic-cabin-air.html  and the Aerotoxic Association www.aerotoxic.org today for help.

“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.”

John Hoyte
Chairman Aerotoxic Association Ltd. Charity
Former BAe 146 Training Captain

4 December 2020

Contact: office@aerotoxic.org

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

The End.

Another day in the working week…19th November 2020

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 developments.

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.

Source: Flight International

OPEN COMMUNICATION to Norwich South Labour Party – Monday 16th November 2020

OPEN COMMUNICATION – Monday 16th November 2020

Dear Norwich South Labour party member,

I’m 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 2020.

My 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.

After 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 – urgently.

All European countries continue to work towards a resolution with many Aerotoxic experts are based in The Netherlands, whilst the UK fails.

My 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.

For 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….

I 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.

I 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.

Many thanks.

Kind regards,

John

John Hoyte

Chairman Aerotoxic Association

Former BAe 146 Training Captain

             www.aerotoxic.org

13th anniversary of Aerotoxic Association – 18 June 2020

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.

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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 title for this book was taken from a latest US legal case which was again settled ‘Out of court’ in 2020.https://eu.usatoday.com/story/travel/airline-news/2020/01/31/boeing-lawsuit-contaminated-air-allegedly-entered-delta-plane/4621223002/

  • 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
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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.

  • Due 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 years.
https://www.anstageslicht.de/fileadmin/user_upload/Chronik/aerotoxisch/Offener_Brief-EN_P-CoC__Finanzhilfe_und_Fume_Events.pdf

Captain John 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 john.hoyte@aerotoxic.org

The End.

Media Release – Friday 22nd May 2020

Anniversaries 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 the UK.

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 jet planes.

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.

Statement by:

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.

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  1. What are the approximate concentrations of organophosphates in this visible oil fume event?
  2. 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?
  3. 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?
  4. 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.

Dr Sarah Mackenzie Ross of University College London has been researching human exposure to organophosphates for the past 20 years in connection with aircrew and passenger ill health.

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 Association commented:

‘As government 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?’

Contact Captain Jack Hay of Aerotoxic Association at office@aerotoxic.org or Dr Sarah Mackenzie Ross of UCL for further information and evidence.

THE END

How Planes Poison YOU! Aerotoxic Syndrome: Aviation’s Dirtiest Cover-up. FREE Foreword Chapter 1.

How Planes Poison YOU! Aerotoxic Syndrome: Aviation’s Dirtiest Cover-up. FREE Foreword Chapter 1.

Front Cover for How Planes Poison You!

Foreword by David Learmount

1. Decades to disaster

2. In the beginning

3. Shattered dreams

4. What is Aerotoxic Syndrome?

5. A fundamental design flaw

6. A cover-up

7. Health or Wealth – which is paramount?

8. Testimonies & Evidence

9.  Lose, Lose

10. The nightmare continues

11. The known, available solutions

12. Beginning, Middle & End

Epilogue

Acknowledgements 

Book Dedication: To the children of Flight XLA 120 on 1 February 2007

“The health of the people should be the supreme law”

On Friday 24 April 2020 UK Prime Minister Boris Johnson quoted,
in Latin, the Roman statesman Cicero

 “The 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 victims.

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 International/Global

October 2014.

‘Broken Wings’ excerpt from 2011 (Credit: Fact Not Fiction Films).

1. Decades to Disaster  

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 compassion.  

Stephen and I were two of 175 passengers on BA422 flying from London Heathrow to Valencia. 1 hour 55 minutes flying time.  

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 circumstances.  

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 fear.  

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 terminal.  

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 hold luggage.  

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 chamber”  

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.  

If you read this far, thank you and well done”.  

Gayle Fitzpatrick  

2019 © Copyright.  

Report from  Av Herald

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 affected.  

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 accidents.

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 decades now…    

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’?

This evidence was routinely and clearly identified, and published in a U.S. published scientific paper back on 11th-15th October 1955.  

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.  

Once upon a time…