Statement of Mr John Hoyte of 41 Bracondale, Norwich, Norfolk NR1 2AT. UK.
Para Narrative Notes
1. My date and place of birth is 17 October 1955 Edinburgh,
2. I obtained my Private Pilot’s Licence in 1977 and was
trained by the Norfolk & Norwich Aero Club, RAF
Swanton Morley, Norfolk.
|3.||My career background and experience is briefly set out below:
1974 – 1977 Measuring North Sea Gas at Phillips Petroleum, Bacton, Norfolk.
1976 – 1979 Training for Private Pilots Licence and flying instructing.
1979 – 1987 Aerial Agricultural & bush fire fighting Pilot, Norfolk, Suffolk, Shropshire, Kenya and South Australia.
1987 – 1989 Air Atlantique. DC. 3’s Marine pollution spraying. Coventry.
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1989 – 1998 BAe 146 flying for TNT around Europe, night
time duty caused extreme fatigue.
1998 – 2005 BAe 146 flying for (Jersey European Airways)
Flybe, Daytime flying but change to Low Cost with
continuous chaotic rosters created further exhaustion.
4. Throughout my flying time with Flybe I flew BAe146
aircraft. These are passenger planes with a capacity for
approximately 110 passengers. They have four engines
and an Auxiliary Power Unit (APU). They were first
introduced in September 1981 and are a medium range
passenger aircraft with a range of approximately 1,500
miles. The last of the original BAe146’s was built in
1993. Whilst they are very good planes to fly, they have
a particular known problem of fumes coming into the
cockpit and cabin from the jet engines and APU.
|5.||This particular design of aircraft (and most other jets flying passengers at present with the exception of the Boeing 787 Dreamliner) pipe unfiltered ‘bleed air’ from the engines for the purpose of providing breathable air for the crew and passengers. As the air passes through engines it will inevitably pick up any substance that is|
Statement of John Hoyte (JGH/H2738/002) 2
emitted within the engines, by design.
6. There is a particular problem with the BAe146 in that it is
prone to pumping clearly visible oil smoke and fumes
from the Auxiliary Power Unit (APU) into the cabin,
especially on a ‘Cold Start’ which has been witnessed,
described and reported countless times by professional
aircrew to the manufacturers and authorities.
7. The gas turbine jets which power aircraft require a
particular lubricant which is designed to prolong aircraft
life and tolerate the range of operating temperatures of a
jet engine. One such lubricant is Mobile jet oil II. This
oil contains 3-5% Tricresyl phosphate (TCP). This is an
organophosphate and was originally designed to cause
nerve damage, but in engines it is used as an anti-wear
additive; good for engines but not for humans who are
exposed to high concentrations found in visible oil fumes
or even when no fumes are visible but a ‘Dirty sock’
odour is present in the cabin.
|8.||This problem has been highlighted over a considerable period of time and investigations have been carried out|
Statement of John Hoyte (JGH/H2738/002) 3
into the problem since 1953 when it was first identified.
9. To date the problem has been recently acknowledged by
the UK Civil Aviation Authority as causing acute injury
to humans (which then become ‘patients’) but there is
overwhelming evidence in the public domain that
repeated exposures cause chronic ill health, but still
governments continue to claim that there is ‘No positive
10. In September 2001 I became a Training Captain on the
BAe 146 and was filmed for around 45 minutes making a
presentation to colleagues but was criticised afterwards
for my inability to speak properly and using ‘non words’
– I still have this film, as evidence.
11. All through 2004 I continued to experience increasing
stress and extreme fatigue which finally led me to walk
off a flight just before departure to Salzburg on 29th
August 2004 and ‘Failed safe’ as is the professional duty
of all aircrew.
|12.||Whilst still flying the BAe 146 in September 2004 I went to see Professor Gordon Turnbull who is a psychiatrist|
Statement of John Hoyte (JGH/H2738/002) 4
employed by the CAA. He reassured me that I had taken
the right decision not to fly on 29th August 2004 and
wrote a report to the Company. He told the CAA that I
could continue to fly. At the time Professor Turnbull
was not aware of organophosphate poisoning in the
cockpits of commercial aircraft but he has become aware
of the issue since due to many other aircrew reporting it
to him, including Len Lawrence.
I have recently been in touch with Professor Turnbull
concerning my duty with respect to the Aerotoxic issue.
|13.||I was off flying from September 2004 to January 2005. I went back to flying at the end of January 2005 and things worked quite well for a while. I was flying four days a week. I received a 25% pay cut which was quite difficult to cope with but nonetheless I had three days not working. At that time, I also joined BALPA (British Airline Pilots Association). BALPA made a 50 minute film about contaminated air in 2005 which featured BAe146 Capt. Julian Soddy and sent copies to all of their members, but I did not watch it at the time, as I didn’t think it concerned me and had no time to watch it. Previously I had been a member of the Independent|
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Pilots’ Association (IPA) who have been proactive since
2005 over the contaminated air issue.
14. On 30th June 2005 I flew my last flight in a BAe 146 and
was accused afterwards of ‘flying whilst sick’ by my
company, which is illegal.
15. The last part of 2005 was challenging as I felt
permanently intoxicated, stressed and ill but refused to
take Prozac or other anti depressants which were offered
to me by Professor Turnbull as I’m not a depressed type
of person and was concerned at the known side effect
information which are included with the tablets.
My GP also prescribed anti-depressant Citalopram, which
again I refused to take.
I had lost my career at the age of 49 and felt suicidal as
though I had let my family down but didn’t know what
was the fundamental cause of sudden serious ill health,
which had begun in the spring of 1990.
|16. In early 2006 I was called by Captain Tristan Loraine of BA & BALPA and asked if I would wish to be involved in the testing of other BALPA pilots investigating toxic|
Statement of John Hoyte (JGH/H2738/002) 6
cabin air? – I agreed to do so as I was grounded and had
nothing to do.
Dr Sarah Mackenzie Ross of University College London
tested me and 26 other BALPA pilots for cognition and
our blood and fat, which took several months.
The study was later written up as a UCL published paper
17. On 22nd May 2006 I made an unsworn Statement about
the criminal nature and ‘cover up’ of the contaminated air
issue – ‘To whom it may concern’.
I handed the Statement over to lawyer Tim Olerenshaw
of Leamington Spa for safe keeping in 2007.
|18. I have known since 22nd May 2006 that the injuries that I and others have suffered were caused by acute and repeated exposures to organophosphates and other toxins in the cabins of the BAe146 aircraft and other bleed air powered jets (with the exception of the Boeing 787 Dreamliner in which bleed air is not used) and that there is criminal cover up in place.|
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|19.||In around June 2006 I became more aware of the term Aerotoxic Syndrome after a phone call from Capt. Tristan Loraine, and the term had first been proposed in 1999 by US physician Dr Harry Hoffman and scientists Dr Jean Christophe Balouet of France (who is still alive and well) and Professor Chris Winder of Australia who had been researching human ill health for many years after oil fume exposures in bleed air jet airliners in their respective countries.
I became aware of evidence about Aerotoxic Syndrome including a London conference sponsored by British Airline Pilot Association on 20th and 21st April 2005, which I shared with expert lawyers at the time including Norfolk lawyer Richard Barr, who represented me in my 2006 claim against Flybe and who asked me to write a Statement of Truth, which I did.
The published conference paper is still available along with a brief film of BALPA General Secretary Jim McCauslan summing up the findings of the conference that the cause of ill health affecting both aircrew and
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passengers had been identified and existed in 2005.
20. On 18th June 2007 I founded the Aerotoxic Association
Ltd at the UK Houses of Parliament to support other
victims of Aerotoxic Syndrome.
Web site www.aerotoxic.org continues only to publish
evidence from the 1950’s onwards of human poisoning
by oil fumes in confined spaces, which is in the public
interest and is currently managed by my colleague Ms
Bea Beaumont in Switzerland.
21. In 2006 I was fortunate to meet and be advised by private
Dr Sarah Myhill in Wales who helped me recover to
recover my health – she wrote a compelling paper for the
Aerotoxic Association in November 2007 clearly
detailing the cause of illness in both aircrew and
|22. In 2007, I and many other professional aircrew and passengers shared our evidence to the UK House of Lords Science and Technology committee investigating ill health from contaminated cabin air, which was published.|
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23. In 2007 a documentary film ‘Welcome aboard Toxic
Airlines’ was produced as evidence by Fact not Fiction
Films of which I am a Director and included reference to
the Aerotoxic Association.
24. Dr Sarah Mackenzie Ross of University College London
did much research into toxic cabin air and published
several papers on the issue from 2006 – 2008 which
included evidence that 196,000 UK passengers a year
could be presenting symptoms of acute toxicity to GP’s
but has stated publicly that further research was stopped
by the UK CAA and British government in 2007 as being
somehow – unethical.
Dr Mackenzie Ross also gave evidence to the House of
Lords in 2007 and continues to work on this issue.
|25. On 21st April 2008 BBC Panorama broadcast ‘Something in the air’ which featured Samantha Sabatino and her family and many other passengers from flight XLA 120 who had all been affected by fumes on 1st February 2007.
Samantha Sabatino also gave her evidence to the House of Lords in 2007.
Statement of John Hoyte (JGH/H2738/002) 10
Royal Society for the Prevention of Accidents (ROSPA)
and many other media outlets covered the details of
|26.||Much government ‘research’ has been done over the past 12 years but not once have the concentrations of identified toxic chemicals in a visible oil fume event been published for politicians, doctors, lawyers and scientists – which denies them critical evidence of a cause of public ill health.
Cranfield University, which is funded by the airline manufacturers, have been particularly criticised for never publishing the concentrations of highly toxic chemicals identified in a visible oil fume event, despite being told how to generate such a visible oil fume event on the ground in a BAe 146 for ease of testing in November 2007. They, the CAA and aircraft and engine manufacturers continue to claim that a ‘Fume event’ is difficult to measure…
‘Further research’ is being done and that is the mantra of governments who must be seen by the public to be doing something – yet always playing for time and never
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(understandably) admitting any liability for known harm
caused to both aircrew and passengers.
27. As a result of running the Aerotoxic Association for over
11 years I have received and sent many mails (250,000)
and received testimonies from many other members of
the public from all over the world who have been affected
by oil fumes whilst flying, but their testimonies have
never been asked for, accepted or believed as being true
by researchers – even following an oil fume event which
has been logged formally as an ‘Accident’ where the
victims (including child passengers and infants) have
been taken to hospital for emergency treatment.
28. On 3rd September 2010 Turner v’s East West Airlines
legal case was won in a High Court of Australia after 18
years of public Court process and many Appeals
following a fume event incident in a BAe 146 in 1992.
Turner had also given her evidence to the House of Lords
|29. In 2011, I was being assisted by the Brain Injury Rehabilitation Trust (BIRT) and was tested by the NHS at Leamington Spa hospital by Psychologist Mr|
Statement of John Hoyte (JGH/H2738/002) 12
Poppleton (which was witnessed by Mark Smith of
BIRT) and was scored at ½ / 10 or in the ‘impaired’
range. I asked Mr Poppleton whether this result was
caused by airline flying? and he replied in words to the
effect: ‘That would be inconvenient for the air industry’.
30. Richard Mark Westgate contacted the Aerotoxic
Association on 16th March 2012 by e mail and he went to
The Netherlands for specialist treatment but died on
12.12.12 – his chronic ill health before contacting me was
completely covered-up by a ‘new’ Coroner at the
eventual inquest into his death on 13th April 2017.
|31.||Many aircrew and passengers have had body samples tested over the past years by skilled international scientists and laboratories to prove exposure to toxic air, yet it would appear that governments are suppressing such testing as for example, fat is still not tested by the UK NHS, yet that is where the toxins are stored.
Human hair samples are presently being tested in France and organophosphates are found in the hair samples of aircrew, yet not in their partners samples – confirming an
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It is also known that post mortems, including that of
Richard Westgate, showed evidence of metals in the
aircrew brains which could only have come from jet
engines absolutely proving the route of exposure.
Further post mortems will only confirm the existing
strong available evidence.
|32. Professor Michael Bagshaw (a former BA doctor) was interviewed by Australian 60 minutes ‘Toxic Flyer’ in 2013, but has never been interviewed by the media since, almost as if he is somehow beyond justice or open to public examination.
The Australian presenter, Tara Brown, introduced the Aerotoxic issue as being the ‘Asbestos of the airline industry’ and interviewed Professor Bagshaw which still summarises the present position of the Aerotoxic issue for many people.
Passenger Samantha Sabatino also appeared in this documentary.
Statement of John Hoyte (JGH/H2738/002) 14
Yet Professor Bagshaw persists in defending industry and
recently even publicly criticised the publication of a
recent World Health Organisation paper on the Aerotoxic
issue in a letter to the Royal Aeronautical Society (RAeS)
but was also in turn criticised in a later RAeS magazine
letters by one of the authors, Dr Susan Michaelis, who
was also a former BAe 146 pilot and is an expert in such
It must be stated that 100% proof is never need in law for
matters of human health.
33. In 2015 a German Wings flight crashed in the French
Alps with the co pilot Andreas Lubitz accused of
committing suicide and yet evidence exists that he was
unconscious when the Airbus crashed, and that
contaminated cabin air was a part cause – another
industry cover up.
|34. In July 2015 a German documentary film ‘Unfiltered breathed in air – the truth about Aerotoxic Syndrome’ was produced and shown by journalist Tim Van Beveren in Berlin, Germany.|
Statement of John Hoyte (JGH/H2738/002) 15
German crews demonstrated against regular toxic air
exposures at Berlin and Frankfurt airports and I spoke
publicly at both demonstrations.
35. There have been many other legal cases worldwide over
the past years, but all of them are ‘Settled out of Court’
and paid off – thus preventing the Aerotoxic public health
cover up from being known to politicians and the public.
The Sabatino v’s Boeing passenger case of 2007 was
never settled but was claimed to be a ‘Great Victory for
the passengers’ by Stewarts Law in 2010.
|36.||Recently, ‘Dirty sock’ odours have been confirmed and accepted as OIL in jet airliner cabins by American Airlines checklists, which crew consult to identify odors.
‘Dirty sock odors’ should be a memory item for all jet pilots.
Yet Hazmat crews and the US media persist in reporting ‘Dirty sock odors’ as ‘mysterious and unidentified’ whilst crews and passengers are taken to hospital as sick patients.
Statement of John Hoyte (JGH/H2738/002) 16
An FAA funded Medical Health Protocol for Health
Professionals was widely published in 2009 in which
‘Dirty sock odor’ was specifically mentioned.
If anyone Googles ‘Dirty sock odor’ they would find out
a simple answer:
37. It is more than embarrassing for professional aircrew who
have been affected to be told by the so-called
‘independent’ Committee on Toxicity (COT) and some
doctors that sufferers of gassing and poisoning by toxic
chemicals in the confined space are experiencing a
‘Nocebo effect’ or that it’s ‘All in the head’ and not
caused by a 60 year old known design flaw found in most
commercial jet aircraft.
How could 60 random members of the public, on a single
flight, all experience a Nocebo effect?
|38. There have been repeated international calls for toxic air detectors and carbon monoxide detectors to provide evidence of the chemicals found in bleed air jet airliners – most recently US Senator Blumenthal and other senators|
Statement of John Hoyte (JGH/H2738/002) 17
introduced a Bill on 25th July 2017 ‘To Protect Airline
Passengers and Crew from Toxic Cabin Air’.
Yet as only ‘noses’ of aircrew are used to report the
fumes – the evidence can easily be misrepresented and
suppressed by the authorities and airlines.
Whilst light aircraft are normally fitted with Carbon
There is even evidence of Carbon Monoxide detectors
being used in front line RAF fighter in WW2.
39. In around 2016, it was understood that several pilots –
including Eric Bailet (French pilot), Janet Bevan (British
pilot) and others from low cost airline Easyjet were
experiencing mysterious ill health at the same base in
France and went to a criminal Court in Paris with their
|40. In the summer of 2017 Easyjet changed the engine oil to Nyco oil, which is a safer oil formulation which has been known about since 2007.
In September 2017 Easyjet publicly announced that they would be fitting bleed air filters and detection systems at
Statement of John Hoyte (JGH/H2738/002) 18
|an International Cabin Air Conference in London. However there was no admission that the changes were due to sick aircrew and customers or the criminal Court case.
The Easyjet criminal legal case was well reported on Zembla Dutch TV in two programmes in November 2017 (Zembla have also reported twice previously on the Aerotoxic issue) but Aerotoxic appears to be banned by the UK media with no free debate on the BBC for example. Aerotoxic is allowed to be reported on ITV news when it suits the independent broadcaster, but only when a new ‘story’ appears to entertain their viewers.
But no public debate of the common cause of illness or the available and known solutions which are available now – is possible.
At the September 2017 London conference Michael Rawlinson QC, a legal expert in Aerotoxicity claims, and who legally represented the Westgate family publicly stated that the Aerotoxic issue was at its ‘tipping point…’.
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41. In late July 2018 it was reported by one of the French
EasyJet pilots that the illness Aerotoxic Syndrome was
about to be formally recognised and accepted in France
by the end of August 2018.
It is also known that the Easyjet criminal case would be
concluded in the autumn or by the end of 2018.
|42.||Politicians have consistently failed to believe professional aircrew and passengers sworn and unsworn Testimonies, leaving these people wondering exactly how to communicate evidence of their illnesses to the authorities.
After my date of knowledge of the cause of public ill health in 2006, I was well represented by John Maples MP who took an active interest in the issue until 2010, when he left office.
Jeremy Wright MP represented me from 2010-2013 but failed to take any interest.
I was also represented by Simon Wright MP and most recently by Clive Lewis MP – both of whom failed and still fail to take the public health issue seriously or even
Statement of John Hoyte (JGH/H2738/002) 20
answer formal correspondence.
Clive Lewis MP has a copy of my Aerotoxic book,
written in 2014.
However, Norwich North MP Chloe Smith did at least
acknowledge the Aerotoxic issue through a friend and
confidant Ian Warren – recently.
Lord Paul Tyler was aware of the issue in the 1990’s and
at the BALPA conference of 2005 as is The Countess of
Mar, who is our present champion in the UK House of
|43. Captain Julian Soddy of Norfolk is the pilot who probably knows more about the Aerotoxic issue than most pilots as he was a BAe 146 pilot who was grounded by his Norfolk GP due to toxic air in 2000.
He went on to chair the BALPA Contaminated Air Quality conference of 2005 and was in BBC Panorama documentary in 2008 and Chaired the BALPA retired Flight Crew committee. He also gave his evidence to the House of Lords in 2007. He has also been in numerous
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other toxic air documentaries since 2005.
Another Norfolk BAe 146 pilot who also appeared in
‘Welcome aboard Toxic Airlines’ was Capt. Ray Godfrey
who subsequently died and suffered from so-called
44. Apart from my flying log books which are legal
documents, I kept a detailed personal diary from 17th
October 2006 – 23rd July 2013 and from 1st January 2018
to 1st June 2018.
|45.||In 2013 I financially backed a fictional film about the Aerotoxic issue – ‘A Dark Reflection’ (Later renamed ‘Flight 313: The Conspiracy)
I published through Pilot Press Ltd, which I founded in 2014. ‘Aerotoxic Syndrome – Aviation’s Darkest Secret’ which was ‘Peer reviewed’ and initially Ghost written by Philip Whiteley and edited by Susan Curran. The Foreword was by specialist aviation journalist David Learmount who wrote for Flight International and is an expert in the history of Aerotoxic Syndrome since around 2006.
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In 2017 ‘A Tale of Two Ag Pilots’ was published with co
director Captain Peter Lawton, who is now my
‘Spokesman’ as he taught me to fly in 1977, he is a
Toastmaster and a professional colleague.
|46.||Since November 2014 I have been involved with flight simulation and founded Simulator Flying Ltd. (Sim-Fly Norfolk) in 2015 and continue to work from Old Buckenham airfield, Norfolk offering the public experiences in the safety of flight simulators.
The main reasons for doing this work is to continue to ‘fly’, to demonstrate that professional pilots who have been previously injured can recover their health and get back to normal work and finally, every Sim-Fly customer receives a brief introduction to Aerotoxic Syndrome public health issue as a public service using the Sabatino flight of 2007 as an example of positive evidence of ‘Aerotoxic poisoning’.
Many members of the public, media, friends and family know about the Aerotoxic issue and understandably few have the public duty to deal with it and frequently describe the issue as an ‘Obsession’ – knowing the cause
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of mass public ill health?
|47.||I have been concerned to learn over the last 12 years of many aircrew colleagues from the past 40 years who have contracted so-called ‘mysterious’ neurological diseases including Parkinson’s, Alzheimer’s, MND and MS – but the NHS choose not yet to recognise ‘so-called’ Aerotoxic Syndrome.
It is also known that retired aircrew know of the existence of the cause of ill health due to BALPA activity over the years, but as Aerotoxicity only affects around 30% of the population, it continues to be covered up by the majority and little known.
Clearly the risk to future aircrew is significant where large numbers of passengers can be affected on a single flight and where pregnant women, children and infants are particularly vulnerable.
Modern science has made it possible for those who are vulnerable to Aerotoxic Syndrome to be identified in advance by their DNA for around the past 5 years and many other diagnostic tests exist but have been
Statement of John Hoyte (JGH/H2738/002) 24
comprehensively and systematically dismissed by the
medical establishment but many of them were covered at
the BALPA 2005 conference.
48. In July 2017, journalist Mr Ian White of Front Page
Media interviewed passenger Samantha Sabatino
extensively by telephone and wrote an updated and
detailed testimony since the passenger Court case in the
US was suddenly and unexpectedly dropped by Stewart’s
Law in early 2012.
In November 2017, Ms Nicola Barrell (a former Archant
journalist) physically met Samantha Sabatino and
interviewed her about her experience since 2007, which
has continued to affect their whole family badly.
Ms Barrell then accompanied me to an open public
meeting in Belgium where she met Dr Michel Mulder
and many other Belgian aircrew who are suffering with
|49. In 2017, a report by the World Health Organisation (WHO) ‘Aerotoxic Syndrome – a new occupational disease?’ was published.|
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|In 2018 a paper was published by the British Medical Journal. ‘Aerotoxic syndrome: a new occupational disease?’ (adverse health effects experienced by aircrew exposed to aircraft contaminated air).
It is not known why researchers do not understand that contaminated air does not only affect aircrew, but passengers also.
It would appear that it doesn’t matter what new Aerotoxic research is published – the power and wealth of the airline industry can prevent the mass public from learning about an inconvenient cause of mass public ill health.
A presentation on Aerotoxic Syndrome will be made by Professor Vyvyan Howard to an international aviation medical conference in September 2018.
The Global Cabin Air Quality Executive (GCAQE) on 25th and 26th September 2018 are also holding a regular annual meeting. I attended the first GCAQE meeting in
September 2006, so I have been reluctantly and publicly linked to this issue for around 12 years but experienced the first serious ill health over 28 years ago.
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|50.||As a result of wishing to advise the public of the hidden dangers of flying I contacted Archant media in Norwich who first published ‘stories’ about Aerotoxic in 2014 and they have since reluctantly written about the issue for the public interest and have continued to publish occasional articles and my letters.
The Guardian newspaper Editor was sent updated evidence of the Sabatino case in July 2018 but has failed to acknowledge receipt of the new evidence.
I was awarded a prize by satirical magazine Private Eye for the web site www.aerotoxic.org in 2010, but since then along with the entire UK media have failed to update the public on significant Aerotoxic developments – particularly that a British airline is in a French criminal Court, and this will be difficult for them to explain later to the public in 2018 and a part of the reason for making this legal Statement.
It is challenging to live and work amongst others who know the Aerotoxic issue exists, but do not share the objectives of those who have been affected, as they appear to put the health and well being of the airline
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industry ahead of human health – whilst claiming the
opposite in public.
|51.||I was contacted in around 2011 by John Lind of the US who is a former aviation insurance expert and USAAF pilot but whose daughter works for an American airline and had got sick from repeated oil fume exposures.
John Lind has sent many offers of assistance and advice to American airlines offering help to resolve the toxic air issue, which I and others have been privileged to be included with this shared evidence.
I have shared this evidence with others including local lawyer Ben Dures and former MP Dr Ian Gibson, who is a co-director of the Aerotoxic Association.
In early 2018 I was very concerned to informed by John Lind that the FBI had begun a formal investigation into the Aerotoxic issue as fraud had been identified by the insurance industry and that I could be investigated – always confident that we have done our best to expose the fraud since 2006.
John Lind explained in writing, for example that – US
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industry doctors are claiming in public Courts that ‘It is
safe to drink jet engine oil, so breathing the fumes cannot
cause ill health’. Which is clearly wrong and criminal.
I visited Norfolk Police at Wymondham on 4th April 2018
to advise them of the US fraud and shared John Lind’s
evidence letter – so as to put it on the public record, but
got no acknowledgement apart from a dated receipt.
I had previously been interviewed by a Detective
Inspector from Norfolk Police in connection with the
Aerotoxic criminal activity during the summer of 2015,
this was partly confirmed by a former Norfolk Police
officer in early 2018 although ‘not answering
correspondence’ seems to be a recurring effective tactic
of the authorities over the past 12 years.
|52.||21st April 2018 was the thirteenth anniversary of the 2005 BALPA London conference and the tenth anniversary of the 2008 BBC Panorama documentary.
A professionally composed Media release was drawn up by PR expert Chis Brown drawing the media’s attention to this historical evidence along with the 17th March 2016
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|Westminster debate where individual calls for an open public inquiry into Aerotoxic Syndrome were made by several MP’s in the House of Commons debate.
But despite the media release being sent to national media outlets, including the BBC, well before the anniversary of 21st April 2018 – it was completely ignored. This confirmed the ongoing UK media blackout on any Aerotoxic evidence being published and even Parliamentary appeals for a public inquiry into a known cause of public ill health being ignored by the media.
I travelled to The Netherlands on 22nd April 2018 as Aerotoxic matters are allowed to be shared with the public outside of the UK and met with a Dutch journalist Paul Eldering of De Telegraaf and gave him the same evidence, which he still has in his possession. I also wished to visit other Dutch flight simulator companies to check on how they presented their businesses to the public, but the Dutch tend to only train pilots, not entertain the public. I also visited my friend and colleague Dr Michel Mulder and others to understand medical research progress.
Statement of John Hoyte (JGH/H2738/002) 30
53. Due to the repeated mention of ‘criminal’ and ‘cover up’
in the public domain, it was decided in April 2018 to send
Testimonies to the International Criminal Court at The
Hague in The Netherlands for an eventual public inquiry
after the closing date of 31st August 2018.
This Statement of Truth will be amongst the many other
Statements which have been received to date from
aircrew around the world and we all have a public duty
and are free to speak.
|54.||I have no financial compensation interest in this health matter now, as it concerns public health which is paramount and is in the public interest.
But I do want the public to be represented, diagnosed and treated correctly and the known technical solutions introduced urgently in the future.
Statement of Truth
1. I believe that the facts stated in this witness statement are true.
Full name of Client
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