Media Release: Immediate from 7 July 2022.

Aerotoxic Syndrome (1999) DOES exist & the answer was – obvious?

Aerotoxic Syndrome (AS) was first published on 20 October 1999 by a US doctor, a French forensic scientist and an Australian toxicologist – yet it is only now, in July 2022, that carbon monoxide, the poisonous chemical of primary concern, which is now believed to have been identified by a few of those who have been poisoned over the past 30 years and are ready and expect to be challenged on the science.

Our Abstract A Group paper was previously published on 18 June 2022:

DANGER IN THE AIR

 

18 June 2022

 

When flying as a passenger in a commercial jet aircraft is there any danger in

breathing in the air? Although you will be told aircraft air is pretty clean – cleaner

than the air in your home and office, is this always true?

Except for the Boeing B.787 Dreamliner, commercial aircraft pump all the air

we breathe from a place deep inside each jet engine, only separated from hot jet

engine oil by seals that get worn and should be replaced at regular intervals but owing

to the cost of doing so these intervals in maintenance have tended to become longer

and longer. When these seals become worn, toxic contaminant particles and gas can

now get from the oil into the aircraft air in increasing number. The poisonous gas

carbon monoxide, certain other potentially toxic compounds including

organophosphates in small amounts, and finally ultrafine particles are found in aircraft

air – unfortunately, none of these are large enough to be stopped by filters. The airline

industry appears not to have investigated these issues nor has it provided reliable

evidence. The poisonous items in the aircraft air vary in concentration according to

how worn the sealing systems have become. On occasion, so many contaminants

enter the air, a ‘fume event’ occurs – here the air may have started to smell and can

become visibly hazy. The only way to find out the true state of aircraft air is to fit

equipment that can continuously monitor and record the presence of these toxic items

in real time. This is urgent, as a growing number of people (passengers, flight

attendants and pilots) have been and are getting ill. They present with a number of

unusual but distressingly persistent complaints that affect many parts of their body in

particular the brain and nervous system. Many affected staff have been told officially

they must be imagining this. Meanwhile in 1999, this group of illnesses was

published as Aerotoxic Syndrome.

In order to alleviate this state of affairs, medical protocols designed by experts should

be in place, and equipment such as oxygen and other remedies should be provided to

sufferers both in the aircraft and when they land. Those patients who have suffered

should not be discounted. They should be offered what medical support there is both

for them and their families. Meanwhile the design fault that allows incoming air

anywhere near hot jet engine oil needs to be re-designed in all aircraft jet engines in

the future.

 

Abstract published in the public interest on 18 June 2022 @ 1100 UTC by: ‘A Group’ Flight Attendant

Deanne DeWitt Freise with 30 years of experience investigating and advocating for improving cabin air quality

in aircraft. Captain John Hoyte, Chairman Aerotoxic Association The Charity (2007) Former BAe 146

Training Captain john.hoyte@aerotoxic.org & Captain John Lind former US Aviation insurer assessor

& A Group spokesman & Advocate crewadvoc8@yahoo.com

A full and final A Group paper will be published, in the public’s interest by Thursday 14 July 2022.

Carbon Monoxide (CO) is already well known to the public and H&S authorities as a silent, deadly killer gas which cannot be seen, smelt, or tasted.

CO is deadly to most humans at anything over 9 parts in 1,000,000 whilst those vulnerable members of the public such as mums to be, children and the frail are much worse affected as even ex RAF Test pilots who have chaired British Airline Pilot Association Balpa Union conferences on 20/21 April 2005 have also been severely affected leading those present to call in 2005 for:

“We need better health systems that treat affected employees with sympathy and respect and not contempt. We need better models for monitoring, diagnosis, treatment, rehabilitation and compensation of affected workers. We need this for the legacy we have of pilots and flight attendants who have been affected, forced out of the industry and have been in the wilderness ever since.”

Video of Balpa Chair Jim MaCauslan on 21 April 2005: https://www.youtube.com/watch?v=sxwxzHMekb4

That’s why proposed US legislation – The US Cabin Air Safety Act of 29 March 2022 has only mentioned CO, with no organophosphates (OPs) mentioned.

“(1) to install and operate onboard detectors and other air quality monitoring equipment that—

“(A) are situated in the air supply system to enable pilots and maintenance technicians to identify the location of the source or sources of air supply contamination in real time, including any concentration of carbon monoxide that is dangerous to human health;

For over 20 years, many eminent international scientific, medical experts and victims have blamed organophosphates, which are added at 3-5% as anti-wear additives to the jet engine oil which have warnings on the tin, so OPs  have not unnaturally been linked with AS by many damaged and injured sufferers after being bamboozled with complex chemistry.

Whilst governments, airlines, airline manufacturers, politicians and the ‘media’ cite OP poisoning, only but then claim ‘No positive evidence’ – ever since the 1950’s.

https://aerotoxic.org/wp-content/uploads/2020/11/mp-fiona-bruce-30th-june-2019.pdf

There are over three hundred other highly toxic chemical compounds which are found in visible oil ‘Fume events’ or ‘soup’ which cause ‘accidents’ for both passengers and aircrew simply by making the CO exposure many times worse.

A visible ‘oil fume event’ ‘Accident’ on 5 August 2019 – how much, invisible CO?

Yet CO can be present in ultra-low levels, all of the time and no one would ever know or apparently wants to know with a fundamental design flaw since the 1950’s – as no $15 CO sensors or alarms are deliberately not fitted in any confined spaces of multi-million-dollar public transport jets, which are more like modern day – gas chambers.

Whilst CO alarms are fiercely mandated by officials in most domestic and other confined spaces.

But in 1993 US Flight Attendant, Deanne De Witte Freise, was severely injured by an oil ‘fume event’ and from that time on, her Carboxyhaemoglobin (COHb) levels were high and have been found in countless other flyers but dismissed by certain parties as irrelevant.

Carboxyhaemoglobin is the complex formed within red blood cells when hemoglobin is exposed to carbon monoxide, subsequently binding to hemoglobin with an affinity 200 times that of oxygen.

Carbon monoxide (CO) is an odourless, tasteless, and colourless gas levels were elevated and Deanne has been certain of the role that CO played in her chronic sickness over nearly 30 years.

In 2007, Captain John Hoyte who had also been severely sick for 16 years from 1990-2005 when flying as a BAe 146 pilot founded the UK based Aerotoxic Association www.aerotoxic.org to support other members of the public who have also been made severely sick, after commercial jet flying.

In 2011, Captain John Lind, formally a USAF Vietnam C130 pilot and aviation commercial risk assessor for decades and advocate whose Flight Attendant daughter was also injured by ‘toxic oil fumes’ learnt of the sickness and has dedicated the last 11 years of his life to campaigning as an Advocate for formal recognition with the known solutions of ‘enough oxygen’ available at all airports.

Around 5 years ago, John Lind and Deanne logically worked out that simple CO, which has been cited in all previous published science since the 1950’s, as the more likely main culprit chemical and last September 2021 managed to eventually persuade John Hoyte of their breakthrough.

This required a fresh look and perspective of a known problem and an alternative analysis of the existing published data.

As no one else around the world has been able to prove in a public court that tiny amounts of organophosphates (OP’s) were responsible for the ACUTE symptoms found after first exposure to oil fumes of headache, nausea & vomiting. These are so-called ‘Jet Lag’ symptoms…

There had to be another – unknown and for some, an ‘unwanted to be discovered factor’?

Whilst every tin of oil has 100% carbon atoms in it, waiting to be part combusted with oxygen and converted into CO.

It is well known that the long term or chronic effect of CO mimic the known severe symptoms of nerve agent OP’s – hence the almost deliberate obfuscation, since Aerotoxic was first published over 20 years ago by certain vested interests.

Two rabbit holes OP & CO with now only one-way, or a more correct Rabbit hole has been entered…?

As no one knowing this new information – can somehow ‘Unknow’ it.

Chronic effects may be first misdiagnosed and then mistreated with ‘expensive drugs’ as MND, Parkinson’s, epilepsy, seizures and Alzheimer’s – and a whole host of ‘other’ neurological diseases, which could simply be caused by repeated low level CO exposures for all frequent flyers – passengers or crew and other members of the public.

But for those who do not ever fly, but can still be exposed to CO as with farmers on tractors and the like and then suffer deadly MND?

A published Dutch frequent flyer survey of 2016 estimated that around 1,000,000 frequent flyers and passengers had AS, in Europe alone with around 20,000 in The Netherlands – this shocking survey was mostly blamed on OPs at that time, as OP has been the dominant potentially incorrect theory, for decades.

The only way to prove the above theories are to finally install low cost $15 CO sensors in all  commercial jets, but they have been banned for some reason, by ‘governments & authorities’ who supposedly are charged with putting human health – first.

CO molecules are tiny molecules of just two atoms – carbon and oxygen and the reason that filters have not been employed to stop the larger OP molecules going through is because CO molecules are so tiny, they pass straight through so there’s little point in filtering the bleed air?

Plus it would be a tacit legal admission of an H&S issue and practically impossible to implement as half of all jets are airborne at any one time and invisible poison has never been taken seriously and is a fundamental, exiting design flaw.

So bleed air, piped off the jet engine has never been either filtered, not monitored. Ever.

Whilst the seals which were designed to keep the oil and air apart in the jet are not true ‘seals’ as they are actually designed to leak and are so-called ‘wet seals’.

The original seals were given a life of 5,000 hours of service in the 1960’s but after deregulation which heralded ‘cheap flying’ in 1978, intervals were extended to 10,000 hours, then 20,000, then 30,000, then 40,000 and now must be changed at 50,000 hours or around ten years.

But for a seal which was designed to leak in the first hour is, by 50,000 hours….leaky?

Back in the 1950’s 60’s 70’s and 80’s tobacco smoking was common which also caused CO injury to smokers and has been outlawed in recent decades, that’s why traditionally CO sensors are still not used in jets, whilst tobacco smoking was finally outlawed in most public places in the late 1980’s but those smells and visible oil fumes in jets were still present – please recall that CO has NO SMELL…!!

However, as CO sensors are now readily available on devices/mobile/cell phones, it is only a matter of a short time before the banned, ‘A word’ gets out into the public domain with the new CO theory and then mountains of social media evidence/data will be available to public courts, which will effectively and eventually ground all ‘bleed air’ jets, until fixed.

This will leave only around 1,000 Boeing 787’s flying, which do not use ‘Bleed air’ and coincidentally were also first commissioned by Boeing in 1999 – as truly ‘airworthy’.

Airbus are still in total denial and the A word is taboo and prohibited.

A two day Carbon Monoxide London conference on 5/6 July 2022 confirmed much of known medical effects on other members of the public of CO and was attended by Captain John Hoyte where he explained the part of CO in aviation.

For further information read since 2007: www.aerotoxic.org

John Grahame Hoyte (JGH)

Chairman Aerotoxic Association Ltd. The Charity (2007)
Aerotoxic Solutions Consultancy Ltd. (2012)

Former BAe 146 Training Captain

John.hoyte@aerotoxic.org

(00) 44 7773771867

Thursday 7 July 2022

 

As over £300,000 has been invested by JGH since 2006, it is now wished to fulfill the mostly known and available solutions, with urgent outside financial help of public money for public good as follows:

Extra evidence, which must or should be ALL be read & watched.

There are countless evidence accounts of flyers getting sick after flying, but perhaps the best documented passenger flight ever, was on 1st February 2007 from the UK to USA:

Flight XLA 120 1st February 2007 – 20 plus group of UK passengers seriously injured.

  1. HOUSE OF LORDS Science and Technology Committee 1st Report of Session

2007–08 Air Travel and Health: an Update. Page 53.

https://publications.parliament.uk/pa/ld200708/ldselect/ldsctech/7/7.pdf

 

  1. Mrs Samantha Sabatino and her family flew from London to Florida in February 2007.

During the flight some 40 passengers became ill, including herself and three members of her

family. Upon arrival to Florida she was hospitalised suffering from wheezing and crackles in

her chest. No infection or viruses were found either in Florida or upon her return home. Her

family were still experiencing ill health including violent nausea, tummy cramps, blisters on

arms and hands, chest pain, severe headaches, vertigo, insomnia and loss of balance. She had

complained to the carrier, XL Airways, who had denied that other passengers had complained

of ill health. The Environmental Health Department have not carried out an investigation into

the issue. She received unsatisfactory replies from the Health Protection Agency, the CAA

and the Air Transport Users Council. She complained of being swept aside and questioned

the effectiveness of these organisations.

 

  1. Documentary film 2007: ‘Welcome aboard toxic airlines’.

https://vimeo.com/380912885/d5a7f7e567?fbclid=IwAR30X7T32HebRQoQc8ZY9fp

6I0g_eLOxMjfkrbe8wmja_Gs_AHxtAAHq_Us

 

  1. 21 April 2008 BBC Panorama ‘Something in the air’:

https://www.youtube.com/watch?v=3dsDznr4z5w

 

  1. 3 May 2010:

Stewarts Law +44 (0) 207 822 8000 (London)

+44 (0) 113 222 0022 (Leeds)

 

Boeing 767 Flight Number XLA 120 Aerotoxic Poisoning

 

03 May 2010

The Stewarts Law Attorney Group represents 20 British passengers who were seriously injured by aircraft toxic fumes exposure on 1 February 2007. The incident occurred when they were flying on board an XL Airways Boeing 767 from London Gatwick to Sanford International, Florida.

The dangerous toxins were released into the cabin through the bleed air system which (as on most airliners) draws high pressure air from the core of the engines to pressurise the aircraft with breathable air. It has long been known that this design can result in the cabin air becoming contaminated with toxic oil vapour when the engine oil seals leak.

The toxins were detected by passengers as they began to notice and odd smell similar to ‘smelly socks’. The cabin seemed more ‘stuffy’ and ‘hot’ than any previous flight they had been on and the air severely their eyes, nose and throat. The passengers quickly became ill, suffering respiratory symptoms, severe headaches, vomiting, bowel problems, skin blistering and extreme fatigue. The toxic air also caused long term chronic effects such as respiratory problems, memory loss, sleep disturbances, chronic fatigue, mood swings, cognitive difficulties, infections, and joint/limb pains.

In order to put pressure on the US manufacturers to deal with these known cabin air problems and to obtain fair compensation for the passengers, on 29 January 2009 specialist litigation firm Stewart’s Law filed the case in Illinois, the state where the Boeing has its Headquarters. In addition to Boeing, the case was filed against Hamilton Sundstrand (which manufacturers air systems components), United Technologies (which manufacturers the Pratt & Whitney engines) and the owners of the aircraft – AAR Parts Trading Inc.

This is an out right US product liability case against US defendants. However, the defendants were intent on having the case sent back to the UK courts (which are much more expensive for claimants and award much lower compensation) so they filed a forum non conveniens motion arguing that the UK is the most convenient place for the litigation.

After the prolonged legal battle, on 3 May 2010 Judge Quinn decided in favour of the passengers and dismissed the defendants’ forum non conveniens motion. Stewart’s Law has achieved a great victory for the passengers. Securing US jurisdiction along with the prospect of a high profile jury trial is a wake up call for US manufacturers – unless they take measures to improve the quality of cabin air now, they will face the credible prospect of expensive and public US litigation for future incidents where there is an identifiable toxic fumes leak that causes injury.

Contact us

Aviation and Travel Department

5 New Street Square

London, EC4A 3BF

T: +44 (0)20 7822 8000

 

  1. 3 December 2013 60 minutes ABC Australia TV documentary. ‘Toxic Flyer’.

https://www.youtube.com/watch?v=bM5Ht5v6c8g

‘Life is a jigsaw of pieces – when all pieces are in the right place – a full picture finally emerges’

This personal piece has been written with the public interest in mind, with freedom of speech, ‘public duty to report’, for the general public good. It may be used in a public court of law as evidence as that was exactly why it was written! No lawyers will be necessary, as no lawyers know much about Aerotoxic Syndrome except for Frank Cannon of Cannon Law, Glasgow
Scotland who did his absolute best for the public for many years. It is written to the memory and in tribute to BA pilot Richard Westgate who died on 12.12.12 – if only Richard had known, what others now know and cannot ever, be unknown…

This piece is dedicated to my long-suffering family, my former wife, my two children and granddaughter, as the next generation.

7 July 2022

ENDS.