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.
John Grahame Hoyte
22 May 2006.
Meanwhile, the 21 April 2020 marked the anniversaries of three separate, yet different aspects of Toxic Cabin Air evidence from 2005, 2008 and 2015, in a Media Release which was published as a matter of public interest.
As the UK government continue to claim that there is ‘No positive evidence’ of any chronic public ill health, the following answers are now demanded of the UK government based upon photographs and film of a visible oil fume event taken by a passenger on 5 August 2019 at Valencia on board BA accident Flight 422 in an Airbus A 321-200 G MEDN.
- What are the approximate concentrations of organophosphates in this visible oil fume event?
- As visible oil fume events have been recorded to occur daily, have the measured concentrations of organophosphates and other chemicals been published yet for the use of the public, doctors, scientists, and lawyers?
- Why are the media not free to use the 1999 term ‘Aerotoxic Syndrome’ to describe the known public human ill health resulting from oil fume accident exposures?
- Does the Australian High Court verdict of Turner v’s East West Airlines on 3 September 2010 count as ‘Positive evidence’ of chronic ill health and if not, why not?
A new book, published on 30 April 2020 by John Hoyte & Brett Preiss ‘How Planes Poison You! Aerotoxic Syndrome: Aviation’s Dirtiest Cover-up’ explains in simple terms some of the latest scientific evidence behind Aerotoxic Syndrome and questions whether the past sixty years of scientific evidence can be considered as ‘positive evidence’ and is in the public interest.
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?’