The association is run by a group of aircrew whose careers have ended prematurely due to Aerotoxic Syndrome, and we now want to help similarly affected aircrew and passengers.

• Help to identify the cause of mysterious ill health following a flight.
• Offer free support to aircrew and passengers.
• Help refer victims to appropriate medical specialists.
• Have Aerotoxic Syndrome officially recognised.
• Expose the industry cover-up.
• Campaign for “bleed air” filters, toxic air detectors and technology to ensure clean cabin air.

What is Aerotoxic Syndrome?

Aerotoxic Syndrome is the term given to the illness caused by breathing contaminated air in jet aircraft.

Why does the cabin air get contaminated?

In order to have a comfortable environment and sufficient air pressure to breathe at the altitudes at which jet airliners fly, a supply of warm compressed air is required.

This is supplied direct from the jet engines and is known as "bleed air". It is mixed inside the aircraft with recirculated cabin air at a ratio of 50/50.  Although some of the air is recirculated, all of the air originates from the jet engines.

Bleed air comes from the compressor section of the jet engine that has to be lubricated. Jet engines have "wet seals" which are designed to keep the oil and air apart. However these seals, like any mechanical component, are subject to wear.

They cannot be 100% effective, may fail and will then let a certain amount of oil into the bleed air."

If a large amount of oil mixes with the very hot compressed air, the result will be fumes or smoke entering the cabin. This is known as a “fume event”.

How often does a “fume event” occur?

A UK government website states that fume events occur on 1 flight in 2000, whilst another report (see para 69) says the figure is 1 in 100 flights.

How can I tell if the cabin air is contaminated?

Bluish haze or smoke in the cabin may be visible, or it is normally detected by smell.

Why are the fumes toxic?

Synthetic oil contains many toxic ingredients, including Tricresyl phosphate (TCP) which is added at 3 - 5% as an anti-wear agent.

Oils are complex and designed to withstand the extreme environment of the engines. TCP is an organophosphate (OP), which were originally designed for their neurotoxic properties and used in the manufacture of pesticides and nerve agents.

Contaminants become pyrolised (burned) in the hot bleed air and form new products and the synergistic (mixed) effects of all these chemicals on the body are not fully understood.

What are the symptoms?

Symptoms may be acute, i.e. for a short time or chronic, i.e. long-lasting.

Any combination of the following may be experienced:

• Fatigue – feeling exhausted, even after sleep
• Blurred or tunnel vision
• Shaking and tremors
• Loss of balance and vertigo
• Seizures
• Loss of consciousness
• Memory impairment
• Headache
• Tinnitus
• Light-headedness, dizziness
• Confusion / cognitive problems
• Feeling intoxicated
• Nausea
• Diarrhoea
• Vomiting
• Coughs
• Breathing difficulties (shortness of breath)
• Tightness in chest
• Respiratory failure requiring oxygen
• Increased heart rate and palpitations
• Irritation of eyes, nose and upper airways.

As the term “Aerotoxic Syndrome” has yet to be officially recognized, many medical practitioners are unaware of the condition and diagnose sufferers with illnesses such as psychological or psychosomatic disorders (i.e. they’ll tell you it’s all in your mind), Chronic Fatigue Syndrome (CFS), Multiple Chemical Sensitivity (MCS), “mysterious” viral infections, sleep disorders, depression, stress or anxiety.

Although some of these disorders may be a symptom of Aerotoxic Syndrome, the diagnoses on their own may not be very helpful as the root cause of the problem needs to be addressed.

Is Aerotoxic Syndrome treatable?

For short exposures, the effects are usually reversible and will resolve themselves. But serious or repeated low dose exposures can lead to severe symptoms. Permanent neurological damage may be caused, which can not be recovered from.

There are many prematurely medically retired aircrew with mysterious neurological symptoms, most have been grossly misdiagnosed.

There is no magic cure, but there are specialists who may be able to help and strategies to aid recovery.

Can anyone get affected?

Yes. The toxins attack the central nervous system. It’s not easy to predict how different exposures may affect people due to genetic variability of individuals.

One person’s body may have less success than another’s at detoxifying contaminants and so be affected after just one flight.

Whilst others may be unaffected after years of exposure.

Symptoms may be short-lived or remain long-term, but with repeated exposures they may become more severe and last longer. Therefore, over time acute symptoms may join together and become chronic.

After a serious fume event, it is possible that no symptoms show initially, but a few days later serious ill health kicks in.

Anyone in the aircraft can be affected, whether pilots, cabin crew, passengers, first class, economy, royalty etc.

Airlines provide no protection to passengers against fume events. The aircraft drop-down masks use partially recirculated air, so would not be effective at removing contaminants. They are only available for use during a loss of cabin pressure.

Are all aircraft prone to engine oil leaks?

All jet aircraft including turboprops are susceptible to fume events.

How long has this problem been known about?

Are there solutions?

In today’s existing modern bleed air aircraft, the quality of cabin air could be improved, and the risk of contamination by engine oil reduced with these solutions, all of which could be easily and implemented relatively cheaply:

• The new Boeing 787 Dreamliner is the obvious answer as it eliminates the possibility of cabin air contamination. Instead of bleed air, cabin air is supplied by electrically- driven compressors.

• As bleed air is not filtered, installation of bleed air filtration systems would eliminate the problem but lack of awareness, cost and liability are preventing introduction.

• A less toxic oil formulation. The French oil company NYCO has suitable oil available with approval for use in airliners.

• Contaminated air detectors in the bleed air supplies – instead of human noses.

Is the aviation industry addressing the issue?

Various governments and regulating authorities have commissioned research, but so far have not been able to conclusively prove a link between contaminated cabin air and chronic health problems, although numerous independent studies show clear evidence of this link.

Corporate profit, conflicts of interests and ineffective control by government and regulating authorities means that the industry as a whole remains in denial of this problem.

In addition few doctors, aircrew or passengers are aware of the existence of Aerotoxic.