I have been flying commercially for 32 years, the first 24 years with Dan Air, after which in 1992 it was taken over by British Airways and I was made redundant, with no compensation, along with about 400 others.

“... soon my fatigue became chronic and eventually I could not complete my simulator check successfully – yes, I did actually all asleep in the simulator at one point!”

I then trained on a BAe 146 and took a post with Jersey European Airways (now Flybe) during the introduction to them of the BAe 146 aircraft. Finally I spent five years with Sabena Belgian World Airlines whilst we introduced the Regional Jet from BAE systems, and flew the older BAe 146 alongside.

Although, on this contract, many pilots complained of fatigue, most put it down to the work pattern of commuting to Brussels and flying ten days in succession. As time went on, I became more and more fatigued.

It is always difficult to admit to being tired – especially to oneself – but as time went on, friends and family began to convince me that all was not well; soon my fatigue became chronic and eventually I could not complete my simulator check successfully – yes, I did actually fall asleep in the simulator at one point!

Following this I set about a series of medical tests to identify the problem. These covered all the normal checks plus EEG (body) and MRI (head) scans, blood tests and neuropsychometric examination.

Everything appeared normal except the last which showed a huge discrepancy between ability and performance ie. Short term memory loss.

Looking back it appears that few people were actually aware of what was happening
to them as it was a cumulative effect.

After flying the BAe 146 for two years, I became hypersensitive. My wife remarked that, after flying the aircraft, my uniform smelled of “burnt plastic”.

In 1994 I read of Captain xxxxxx xxxxx’s problems and realised that they were identical to my own – and I thought I was the only one out there – a theme I have heard repeated many times since.

Looking back it appears that few people were actually aware of what was happening to them as it was a cumulative effect.

Although there were fume events, many were not written up as Air Safety Reports and even fewer as Mandatory Occurrence Reports, because they were often of short duration; and it is difficult to accept that you have been permanently affected by a few seconds of odour, or that you may have got used to it so as to no longer notice it, but would still be breathing it in.

It all became apparent when I had a blood test in 2005 by Professor YYYY YYY of ZZZZ University which showed results “Consistent with chemical induced nervous system injury” – and this was the reason behind the memory impairment – responsible for my loss of medical licence.

Seven years later, I still suffer the short term memory loss – my 3 year old grandchildren can beat me at every board game. I suffer from a very dry throat, difficult sleep pattern, early fatigue and many head aches, which I now realise I have had ever since flying the BAe 146.

In the last three years the British Airline Pilots Association have done nothing to help – in fact they have maintained consistently that the problem does not exist – although giving it qualified public support – but holding it in secure check, so that the convenience of the aviation industry should not be tainted or embarrassed by the seriousness of causing daily injury to crews and passengers alike.

From all this, it is obvious that under-reporting is the biggest factor with which we must deal in getting the problem noticed.

Even people who think that they are completely unaffected sometimes realise, after being asked a few pertinent questions, and finally admit it to themselves that they have been permanently impaired. Of course, many factors are at work here – livelihoods, mortgages, families – pressures from all sides.

It is vital that the Global Cabin Air Quality Executive continues to investigate and attack this problem.

Without question the GCAQE have more expertise and information than anyone else in the world on this issue.

The vital points are:

1  The industry must recognise the problem.
2  Fleets need to be modified.
3  Organophosphates must be removed from engine oil.
4  Maintenance schedules must be rigorous.
5  Aircraft should have monitoring devices.
6  Health monitoring systems should be available at every airport.
7  Proper care must be taken by affected crews.

The aviation industry must stop pretending that this problem does not exist!