Aerotoxic Syndrome is often described by industry as a ‘complicated issue’ to understand, yet simple facts are agreed:
- Whilst it is accepted that aircrew health is affected to a greater degree due to repeated exposures to toxic air, passengers can also suffer the same ill health effects. (Read a passenger testimony here)
- Illness can occur after a single ‘fume event’ flight (officially 1 in 2000 flights) whilst only 4% of fume events are officially recorded.
- All ‘bleed air’ powered jet aircraft (including turbo props) have a known design flaw of cabin air which can become contaminated by jet engine oil.
- Organophosphates in jet engine oil were originally designed to harm nervous systems and there is no safe minimum concentration of exposure for passengers.
- Toxic Air Detectors (TADs) to monitor ‘bleed air’ would be the simplest solution and would allow aircrew early detection of toxic air and take remedial action. (Sign the petition here)
3 Killer questions for the Media to industry.
- Cranfield University identified the toxic chemicals in so-called ‘normal air’ in 2011 (view here), however the concentrations of chemicals in visible oil fume events have never been published; although the visible oil fumes have been photographed and therefore the increased concentrations must be known.
Q. What are the concentrations of previously identified toxic chemicals in a visible oil ‘fume event’?
- To any person denying a causal link between exposure to toxic oil fumes and serious ill health:
Q. “Are you willing to be exposed to visible toxic oil fumes in a passenger airliner on the ground to confirm that oil fumes are not dangerous? (Read: P.A.F.E. test) This experiment happens daily with passengers and is officially claimed to be ‘safe’.”
- Boeing claimed in a 2007 Memorandum to the UK House of Lords that: “The new Boeing 787 Dreamliner will have no bleed architecture for the outside air supply to the cabin. Which eliminates the risk of oil decomposition products from being introduced in the cabin air supply air in the rare event of a failed engine compressor seal.” (Read: House of Lords Science and Technology Committee, Air Travel and Health: an Update p.115)
Q. No chemicals have been found during recent tests on the B 787 – is this an indication that Airbus and others are continuing with a known design flaw?