Pilots protest over 'noxious' air
Join Date: Apr 2005
Location: U.K.
Age: 68
Posts: 380
Likes: 0
Received 0 Likes
on
0 Posts
RJ 100 fumes
No speed restriction,
Here is a Swiss AAIB report on a RJ100 which confimrs that RJ's are not immune from fumes.
Here are some extracts:
Behaviour of crew when confronted with smell and fumes in the cockpit
According to the statement by the commander of LX 1103, he realised the serious incapacitation of the co pilot due to the smell and fumes. A flight attendant was called into the cockpit to verify if smell and fumes were also perceptible in the cabin. The flight attendant replied in the negative, but at the same time pointed out that he too noticed the smell and fumes in the cockpit.
In view of the adverse effect on the co pilot it would have been appropriate for the commander to don the oxygen mask as well. This is supported by the fact that the copliots condition worsened right away again, when he tried to breathe without the mask.
The medical examination of the co pilot the next day indicated a distinct adverse effect on the vocal chords and bronchial tubes as a result of a toxic exposure.
It is striking that the crew which reported the incident on 18th April 2005 likewise did not don their oxygen masks. As an explanation the crew stated in their report: " ....and the situation was not dramatic we decided to continue the approach and set the priority on a stable approach and safe landing. Therefore no emergency was declared and the oxygen masks were not used".
When one considers the effects of smell and fumes/smoke in a cockpit, this behaviour is incomprehensible in both cases, not least because the airlines corresponding procedures in the OM A do not allow any discretion. They state that the crew must always expect the worst case scenario and consequently must don their oxygen masks in all cases.
The necessity of this basic procedural rule is also underlined by the fact that the Emergency checklist regarding "SMOKE. FUMES OR FIRE ON FLIGHT DECK/PASSENGER CABIN/ELECTRICAL EQUIPMENT BAY / ANIMAL BAY" prescribes the donning of oxygen masks as the first item that has to be performed by heart.
The fact that in the case of LX 1103 and the preceding flight on 18th April 2005 this checklist was not implemented is understandable in view of the history of the flight and the current flight phase. However, implementation of the first item on the check list, ie donning oxygen masks, would have been appropriate in each case.
Conclusions:
3.1.1 Technical aspects:
Smell and fumes in the cockpit occurred during operation of HB-IXN before the serious incident.
The aircraft was released for flight operations several times, even though the defect had not been rectified.
3.1.2 Crew
The co pilot was limited in his capability of acting during the approach and landing due to the effects of fumes.
The commander did not don his oxygen mask.
The medical examination of the co pilot after the flight showed that during the toxic exposure took place.
The medical examination of the commander after the flight did not show any results.
3.2 Cause
The serious incident is attributable to the fact that on approach to Zurich Airport the cockpit filled with fumes which caused a toxic effect, leading to a limited capability of acting of the co pilot.
These fumes were caused by an oil leak as a result of a bearing damage in engine # 1. The indicators for impending bearing damage were not correctly interpreted before the incident.
This incident is interesting for a variety of reasons:
If #'s 1 or 2 engine seals go, the flight deck gets it.
if #'s 3 or 4 the cabin gets it.
Co pilot incapacitated. Showed toxic poisoning the next day.
Commander OK, no toxic effects.
Fumes had been present for some 3 days before the incident...
Both the BAe 146 / RJ series have had no end of fume events over the years.
The effects are NOT short lived either, many people have lost their health and now passengers are begining to report similar ill health symptoms.
Officially, extensive ill health is NOT caused by these fumes. But when is society going to admit it?
DB
Here is a Swiss AAIB report on a RJ100 which confimrs that RJ's are not immune from fumes.
Here are some extracts:
Behaviour of crew when confronted with smell and fumes in the cockpit
According to the statement by the commander of LX 1103, he realised the serious incapacitation of the co pilot due to the smell and fumes. A flight attendant was called into the cockpit to verify if smell and fumes were also perceptible in the cabin. The flight attendant replied in the negative, but at the same time pointed out that he too noticed the smell and fumes in the cockpit.
In view of the adverse effect on the co pilot it would have been appropriate for the commander to don the oxygen mask as well. This is supported by the fact that the copliots condition worsened right away again, when he tried to breathe without the mask.
The medical examination of the co pilot the next day indicated a distinct adverse effect on the vocal chords and bronchial tubes as a result of a toxic exposure.
It is striking that the crew which reported the incident on 18th April 2005 likewise did not don their oxygen masks. As an explanation the crew stated in their report: " ....and the situation was not dramatic we decided to continue the approach and set the priority on a stable approach and safe landing. Therefore no emergency was declared and the oxygen masks were not used".
When one considers the effects of smell and fumes/smoke in a cockpit, this behaviour is incomprehensible in both cases, not least because the airlines corresponding procedures in the OM A do not allow any discretion. They state that the crew must always expect the worst case scenario and consequently must don their oxygen masks in all cases.
The necessity of this basic procedural rule is also underlined by the fact that the Emergency checklist regarding "SMOKE. FUMES OR FIRE ON FLIGHT DECK/PASSENGER CABIN/ELECTRICAL EQUIPMENT BAY / ANIMAL BAY" prescribes the donning of oxygen masks as the first item that has to be performed by heart.
The fact that in the case of LX 1103 and the preceding flight on 18th April 2005 this checklist was not implemented is understandable in view of the history of the flight and the current flight phase. However, implementation of the first item on the check list, ie donning oxygen masks, would have been appropriate in each case.
Conclusions:
3.1.1 Technical aspects:
Smell and fumes in the cockpit occurred during operation of HB-IXN before the serious incident.
The aircraft was released for flight operations several times, even though the defect had not been rectified.
3.1.2 Crew
The co pilot was limited in his capability of acting during the approach and landing due to the effects of fumes.
The commander did not don his oxygen mask.
The medical examination of the co pilot after the flight showed that during the toxic exposure took place.
The medical examination of the commander after the flight did not show any results.
3.2 Cause
The serious incident is attributable to the fact that on approach to Zurich Airport the cockpit filled with fumes which caused a toxic effect, leading to a limited capability of acting of the co pilot.
These fumes were caused by an oil leak as a result of a bearing damage in engine # 1. The indicators for impending bearing damage were not correctly interpreted before the incident.
This incident is interesting for a variety of reasons:
If #'s 1 or 2 engine seals go, the flight deck gets it.
if #'s 3 or 4 the cabin gets it.
Co pilot incapacitated. Showed toxic poisoning the next day.
Commander OK, no toxic effects.
Fumes had been present for some 3 days before the incident...
Both the BAe 146 / RJ series have had no end of fume events over the years.
The effects are NOT short lived either, many people have lost their health and now passengers are begining to report similar ill health symptoms.
Officially, extensive ill health is NOT caused by these fumes. But when is society going to admit it?
DB
Join Date: Sep 2006
Location: back of the crew bus
Posts: 1,312
Likes: 0
Received 0 Likes
on
0 Posts
Officially, extensive ill health is NOT caused by these fumes. But when is society going to admit it?
I'd love to know how you worked out that pax are now showing symptoms... how could you possibly know what they have been exposed to or what compounds they are sensitive to...
Join Date: Dec 2001
Location: England
Posts: 1,389
Likes: 0
Received 0 Likes
on
0 Posts
http://stinet.dtic.mil/cgi-bin/GetTR...c=GetTRDoc.pdf
Title : Known Harmful Effects of Constituents of Jet Oil Smoke
Abstract : The construction of cabin pressurization systems of certain commercial aircraft allows pyrolyzed jet oil to leak into the cabin air, often producing visible smoke. The principal toxic constituents of this smoke are tricresyl phosphate, carbon monoxide, and N-phenyl-L-naphthylamine. Long-term neurological effects alleged by airline workers could be due to tricresyl phosphate and/or carbon monoxide exposure.
Title : Known Harmful Effects of Constituents of Jet Oil Smoke
Abstract : The construction of cabin pressurization systems of certain commercial aircraft allows pyrolyzed jet oil to leak into the cabin air, often producing visible smoke. The principal toxic constituents of this smoke are tricresyl phosphate, carbon monoxide, and N-phenyl-L-naphthylamine. Long-term neurological effects alleged by airline workers could be due to tricresyl phosphate and/or carbon monoxide exposure.
Join Date: Apr 2005
Location: U.K.
Age: 68
Posts: 380
Likes: 0
Received 0 Likes
on
0 Posts
Passenger evidence
Remoak,
Passengers are starting to report identical symptoms to aircrew.
I was talking to a passenger yesterday who has been frequent flying on an infamous 4 engine jet and he was just curious as to whether his symptoms of tingling pins and needles in hands & feet, nausea, scratchy eyes, sneezing fits and tired lethargy might be linked to his flying as the two have been totally coincidental. As it happens, he has swapped to another carrier with a different fleet and feels better!
I'm only passing on exactly what he said.
He's going for a blood / fat tests today to try and find out what's going on? I'll keep you posted.......
I reminded him to gently educate his GP as he wouldn't be expected to know about any mysterious ill health linked to flying; despite it being common in aircrew.
Don't shoot the messenger!
DB
Passengers are starting to report identical symptoms to aircrew.
I was talking to a passenger yesterday who has been frequent flying on an infamous 4 engine jet and he was just curious as to whether his symptoms of tingling pins and needles in hands & feet, nausea, scratchy eyes, sneezing fits and tired lethargy might be linked to his flying as the two have been totally coincidental. As it happens, he has swapped to another carrier with a different fleet and feels better!
I'm only passing on exactly what he said.
He's going for a blood / fat tests today to try and find out what's going on? I'll keep you posted.......
I reminded him to gently educate his GP as he wouldn't be expected to know about any mysterious ill health linked to flying; despite it being common in aircrew.
Don't shoot the messenger!
DB
Join Date: Mar 2007
Location: australia
Age: 74
Posts: 907
Likes: 0
Received 0 Likes
on
0 Posts
Organophosphorus Ester-Induced Chronic Neurotoxicity
MOHAMED B. ABOU-DONIA
Department of Pharmacology and Cancer Biology
Duke University Medical Center
Durham, North Carolina, USA
ABSTRACT.
Organophosphorus compounds are potent neurotoxic chemicals that are widely used in medicine, industry, and agriculture. The neurotoxicity of these chemicals has been
documented in accidental human poisoning, epidemiological studies, and animal models.
Organophosphorus compounds have 3 distinct neurotoxic actions. The primary action is the irreversible inhibition of acetylcholinesterase, resulting in the accumulation of acetylcholine and subsequent overstimulation of the nicotinic and muscarinic acetylcholine receptors, resulting in cholinergic effects. Another action of some of these compounds, arising from single or repeated exposure, is a delayed onset of ataxia, accompanied by a Wallerian-type degeneration of the axon and myelin in the most distal portion of the longest tracts in both the central and peripheral nervous systems, and is known as organophosphorus ester-induced delayed neurotoxicity (OPIDN). In addition, since the introduction and extensive use of synthetic organophosphorus compounds in agriculture and industry half a century ago, many studies have reported long-term, persistent, chronic neurotoxicity symptoms in individuals as a result of acute exposure to high doses that cause acute cholinergic toxicity, or from long-term, low-level, subclinical doses of these chemicals. The author attempts to define the neuronal disorder that results from organophosphorus ester-induced chronic neurotoxicity
(OPICN), which leads to long-term neurological and neurobehavioral deficits. Although the mechanisms of this neurodegenerative disorder have yet to be established, the sparse available data suggest that large toxic doses of organophosphorus compounds cause acute necrotic neuronal cell death in the brain, whereas sublethal or subclinical doses produce apoptotic neuronal cell death and involve oxidative stress.
KEY POINTS.
Industry only look at the first 2 not OPICN e.g House of Lords, CAA 2004 CAQ paper etc..
AVIATION CONNECTION.
Organophosphorus Ester-Induced Chronic Neurotoxicity (OPICN)
Various epidemiological studies have demonstrated that individuals exposed to a single large toxic dose, or to small subclinical doses, of organophosphorus compounds have developed a chronic neurotoxicity that persists for years after exposure and is distinct from both cholinergic and OPIDN effects. This disorder has been variously referred to in the literature by many differing terms but the review of the literature indicated that these studies describe a nervous system disorder induced by organophosphorus compounds which involves neuronal degeneration and subsequent neurological, neurobehavioral, and neuropsychological consequences.
Characteristics of OPICN.
OPICN is produced by exposure to large, acutely toxicor small subclinicaldoses of organophosphorus compounds. Clinical signs, which continue for a prolonged time ranging from weeks to years after exposure, consist of neurological and neurobehavioral abnormalities. Damage is present in both the PNS and CNS, with greater involvement of the latter. Within the brain, neuropathological lesions are seen in various regions, including the cortex, hippocampal formation, and cerebellum. The lesions are characterized by neuronal cell death resulting from early necrosis or delayed apoptosis. Neurological and neurobehavioral alterations are exacerbated by concurrent exposure to stress or to other chemicals that cause neuronal cell death or oxidative stress. Because CNS injury predominates, improvement is slow and complete recovery is unlikely.
Neurological and neurobehavioral alterations.
Although the symptoms of OPICN are a consequence of damage to both the PNS and CNS, they are related primarily to CNS injury and resultant neurological and neurobehavioral abnormalities. Studies on the effects of exposure to organophosphorus compounds over the past half century have shown that chronic neurological and neurobehavioral symptoms include headache, drowsiness, dizziness, anxiety, apathy, mental confusion, restlessness, labile emotions, anorexia, insomnia, lethargy, fatigue, inability to concentrate, memory deficits, depression, irritability, confusion, generalized weakness and tremors.Respiratory, circulatory, and skin problems may be present as well in cases of chronic toxicity.It should be noted that not every patient exhibits all of these symptoms.
SAME AS FOUND IN SICK CREWS.
Furthermore, OPICN induced by low-level inhalation of organophosphates present in jet engine lubricating oils and the hydraulic fluids of aircraft could explain the long-term neurologic deficits consistently reported by crewmembers and passengers, although organophosphate levels may have been too low to produce OPIDN.
CONCLUSION.
Herein we have described the long-term, persistent neurodegenerative disorder induced by exposure to organophosphorus compounds. We define this effect as organophosphorus ester-induced chronic neurotoxicity, or OPICN. Numerous cases documenting this disorder have been reported since the extensive use of these chemicals in industry and agriculture began more than 50 yr ago. Although largely characterized by chronic neurobehavioral alterations, OPICN involves other molecular, neurochemical, neurophysiological, neuropathological, neuropsychological, and neurological changes.
The term “neurotoxicity” encompasses all of these, and adequately describes this neurodegenerative disorder.
MOHAMED B. ABOU-DONIA
Department of Pharmacology and Cancer Biology
Duke University Medical Center
Durham, North Carolina, USA
ABSTRACT.
Organophosphorus compounds are potent neurotoxic chemicals that are widely used in medicine, industry, and agriculture. The neurotoxicity of these chemicals has been
documented in accidental human poisoning, epidemiological studies, and animal models.
Organophosphorus compounds have 3 distinct neurotoxic actions. The primary action is the irreversible inhibition of acetylcholinesterase, resulting in the accumulation of acetylcholine and subsequent overstimulation of the nicotinic and muscarinic acetylcholine receptors, resulting in cholinergic effects. Another action of some of these compounds, arising from single or repeated exposure, is a delayed onset of ataxia, accompanied by a Wallerian-type degeneration of the axon and myelin in the most distal portion of the longest tracts in both the central and peripheral nervous systems, and is known as organophosphorus ester-induced delayed neurotoxicity (OPIDN). In addition, since the introduction and extensive use of synthetic organophosphorus compounds in agriculture and industry half a century ago, many studies have reported long-term, persistent, chronic neurotoxicity symptoms in individuals as a result of acute exposure to high doses that cause acute cholinergic toxicity, or from long-term, low-level, subclinical doses of these chemicals. The author attempts to define the neuronal disorder that results from organophosphorus ester-induced chronic neurotoxicity
(OPICN), which leads to long-term neurological and neurobehavioral deficits. Although the mechanisms of this neurodegenerative disorder have yet to be established, the sparse available data suggest that large toxic doses of organophosphorus compounds cause acute necrotic neuronal cell death in the brain, whereas sublethal or subclinical doses produce apoptotic neuronal cell death and involve oxidative stress.
KEY POINTS.
Industry only look at the first 2 not OPICN e.g House of Lords, CAA 2004 CAQ paper etc..
AVIATION CONNECTION.
Organophosphorus Ester-Induced Chronic Neurotoxicity (OPICN)
Various epidemiological studies have demonstrated that individuals exposed to a single large toxic dose, or to small subclinical doses, of organophosphorus compounds have developed a chronic neurotoxicity that persists for years after exposure and is distinct from both cholinergic and OPIDN effects. This disorder has been variously referred to in the literature by many differing terms but the review of the literature indicated that these studies describe a nervous system disorder induced by organophosphorus compounds which involves neuronal degeneration and subsequent neurological, neurobehavioral, and neuropsychological consequences.
Characteristics of OPICN.
OPICN is produced by exposure to large, acutely toxicor small subclinicaldoses of organophosphorus compounds. Clinical signs, which continue for a prolonged time ranging from weeks to years after exposure, consist of neurological and neurobehavioral abnormalities. Damage is present in both the PNS and CNS, with greater involvement of the latter. Within the brain, neuropathological lesions are seen in various regions, including the cortex, hippocampal formation, and cerebellum. The lesions are characterized by neuronal cell death resulting from early necrosis or delayed apoptosis. Neurological and neurobehavioral alterations are exacerbated by concurrent exposure to stress or to other chemicals that cause neuronal cell death or oxidative stress. Because CNS injury predominates, improvement is slow and complete recovery is unlikely.
Neurological and neurobehavioral alterations.
Although the symptoms of OPICN are a consequence of damage to both the PNS and CNS, they are related primarily to CNS injury and resultant neurological and neurobehavioral abnormalities. Studies on the effects of exposure to organophosphorus compounds over the past half century have shown that chronic neurological and neurobehavioral symptoms include headache, drowsiness, dizziness, anxiety, apathy, mental confusion, restlessness, labile emotions, anorexia, insomnia, lethargy, fatigue, inability to concentrate, memory deficits, depression, irritability, confusion, generalized weakness and tremors.Respiratory, circulatory, and skin problems may be present as well in cases of chronic toxicity.It should be noted that not every patient exhibits all of these symptoms.
SAME AS FOUND IN SICK CREWS.
Furthermore, OPICN induced by low-level inhalation of organophosphates present in jet engine lubricating oils and the hydraulic fluids of aircraft could explain the long-term neurologic deficits consistently reported by crewmembers and passengers, although organophosphate levels may have been too low to produce OPIDN.
CONCLUSION.
Herein we have described the long-term, persistent neurodegenerative disorder induced by exposure to organophosphorus compounds. We define this effect as organophosphorus ester-induced chronic neurotoxicity, or OPICN. Numerous cases documenting this disorder have been reported since the extensive use of these chemicals in industry and agriculture began more than 50 yr ago. Although largely characterized by chronic neurobehavioral alterations, OPICN involves other molecular, neurochemical, neurophysiological, neuropathological, neuropsychological, and neurological changes.
The term “neurotoxicity” encompasses all of these, and adequately describes this neurodegenerative disorder.
report looks pretty conclusive to me
Join Date: Oct 2007
Location: Essex
Posts: 579
Likes: 0
Received 0 Likes
on
0 Posts
Flybe BAe 146 and "cabin fumes"
Just seen an item in "Private Eye" which claims "inquiries are currently under way into five incidents involving Flybe aircraft flying in and out of Belfast airport in recent weeks, three of which involved crews being taken to hospital" ("Eye" 26 Oct-8 Nov). The implication of the article is that all these involved toxic fumes in the cabin. Is there anyone who can throw light on the problem, if it exists? Thanks.
Join Date: Apr 2005
Location: U.K.
Age: 68
Posts: 380
Likes: 0
Received 0 Likes
on
0 Posts
Fume event...
http://wbztv.com/local/local_story_309115400.html
So here is a crew that have had their (maybe) first fume event.
Some of the five crew may be exposed to lesser fume events in the future and then they will begin to feel extremely ill.
Many aircrew have been down this route before them; it's just sad to think that their careers may well be over within a couple of years.
Most people never seem to work out the cause.
DB
So here is a crew that have had their (maybe) first fume event.
Some of the five crew may be exposed to lesser fume events in the future and then they will begin to feel extremely ill.
Many aircrew have been down this route before them; it's just sad to think that their careers may well be over within a couple of years.
Most people never seem to work out the cause.
DB
Join Date: Sep 2006
Location: back of the crew bus
Posts: 1,312
Likes: 0
Received 0 Likes
on
0 Posts
You see, this is why the fumes movement lacks credibility in the eyes of may.
How do you know? They might, but equally, they might not. Unless you know exactly what is going on with them physiologically, such sweeping statements are nothing more than uninformed speculation. It really doesn't help your cause, and makes you appear sensationalist.
Some of the five crew may be exposed to lesser fume events in the future and then they will begin to feel extremely ill.
Join Date: Apr 2005
Location: U.K.
Age: 68
Posts: 380
Likes: 0
Received 0 Likes
on
0 Posts
Evidence
Remoak,
I am now in posession of many other professional pilots testimonies as to how they lost their health and flying jobs.
There is definitely a pattern developing here, based on people like you and me describing their losses. I would be more than happy to provide you with the evidence to confirm this but in the meantime just accept that a serious fume event is usually the start of much worse to come.
The Doctors can explain it, why can't you accept it?
I wish you well with your flying and hope you never have an event!
For some of us a fume event is seriously bad news.
DB
I am now in posession of many other professional pilots testimonies as to how they lost their health and flying jobs.
There is definitely a pattern developing here, based on people like you and me describing their losses. I would be more than happy to provide you with the evidence to confirm this but in the meantime just accept that a serious fume event is usually the start of much worse to come.
The Doctors can explain it, why can't you accept it?
I wish you well with your flying and hope you never have an event!
For some of us a fume event is seriously bad news.
DB
Join Date: Aug 2002
Location: south england
Posts: 393
Likes: 0
Received 0 Likes
on
0 Posts
I have a friend who has lost his medical due to such events.
BA 757 F/O
BA and BALPA have chosen not to take up his (and many others) case. Yet the blood tests proove that he isn't just suffering from depression (which was the companies diagnosis).
I also had a fumes incident on the 757 (only been on it 5 months now), a quick question to anyone sensible out there ( I guess that excludes remoak), would the traces of toxins still be in my blood/system now? As I am considering going for a blood test.
BA 757 F/O
BA and BALPA have chosen not to take up his (and many others) case. Yet the blood tests proove that he isn't just suffering from depression (which was the companies diagnosis).
I also had a fumes incident on the 757 (only been on it 5 months now), a quick question to anyone sensible out there ( I guess that excludes remoak), would the traces of toxins still be in my blood/system now? As I am considering going for a blood test.
Join Date: Apr 2005
Location: U.K.
Age: 68
Posts: 380
Likes: 0
Received 0 Likes
on
0 Posts
Blood testing
Gatbustdriver,
Please get in touch with the Aerotoxic Association at www.aerotoxic.org and we can advise you on the options.
DB
Please get in touch with the Aerotoxic Association at www.aerotoxic.org and we can advise you on the options.
DB
Join Date: Dec 2001
Location: England
Posts: 1,389
Likes: 0
Received 0 Likes
on
0 Posts
Is there somewhere pilots go to get a specialist blood test? I wonder if a regular test that a doctor would do would look for the right stuff? What would/should a blood test look for? I'm no expert but Google suggests regular monitoring of "plasma cholinesterase activity" is the thing or perhaps to look for "Phosphorylated acetylcholinesterase" . See Organophosphates on this page..
http://books.google.com/books?id=bhP...YIpsOqzgSkvhrs
"For monitoring of occupational exposure regular measurement of plasma cholinesterase activity should be carried out; a reduction of the pre-employment level by 30% indicates excessive exposure and the worker should be removed from exposure pending recovery of levels.
Phosphorylated acetylcholinesterase is relatively stable which means that the features of poisoning may persist longer than the presence of the orgaonophosphate in the blood stream."
Interestingly the article also suggests a treatment to be started within 4 hours of exposure. All assumes organophosphates are the problem.
http://books.google.com/books?id=bhP...YIpsOqzgSkvhrs
"For monitoring of occupational exposure regular measurement of plasma cholinesterase activity should be carried out; a reduction of the pre-employment level by 30% indicates excessive exposure and the worker should be removed from exposure pending recovery of levels.
Phosphorylated acetylcholinesterase is relatively stable which means that the features of poisoning may persist longer than the presence of the orgaonophosphate in the blood stream."
Interestingly the article also suggests a treatment to be started within 4 hours of exposure. All assumes organophosphates are the problem.
Join Date: Apr 2005
Location: U.K.
Age: 68
Posts: 380
Likes: 0
Received 0 Likes
on
0 Posts
Sunday Mirror Article
http://www.sundaymirror.co.uk/news/s...8487-20092231/
An open public enquiry is now essential, reasonable and long overdue.
DB
An open public enquiry is now essential, reasonable and long overdue.
DB
Join Date: Jan 2006
Location: Solihull
Age: 60
Posts: 3,326
Likes: 0
Received 0 Likes
on
0 Posts
Passengers now complaining
http://news.bbc.co.uk/1/hi/england/w...ds/7094216.stm
They were really going to town on local radio with interviews with
one of the passengers and the journo from the previous event.
It was a 145 I believe not a 146.
Pete
They were really going to town on local radio with interviews with
one of the passengers and the journo from the previous event.
It was a 145 I believe not a 146.
Pete
Join Date: Dec 2001
Location: England
Posts: 1,389
Likes: 0
Received 0 Likes
on
0 Posts
The Mirror article refers to a report by Dr Sarah Mackenzie Ross. Her report to parliament appears to be this one...
http://www.parliament.uk/documents/u...kenzieRoss.pdf
http://www.parliament.uk/documents/u...kenzieRoss.pdf
Join Date: Apr 2005
Location: U.K.
Age: 68
Posts: 380
Likes: 0
Received 0 Likes
on
0 Posts
Royal Commission demanded by pilots
http://www.smh.com.au/news/national/...767021819.html
AUSTRALIAN pilots are demanding a royal commission after research revealed the harmful genetic impact of breathing in toxic fumes on aircraft.
There are fears for the long-term health of passengers who may have been exposed to the chemical-laced fumes on commercial flights without knowing it.
Because of a design flaw in modern jet aircraft, unfiltered air is pumped directly from the engines into the cabin. If there is an oil leak, the air becomes laced with chemicals including tricresyl phosphate (TCP), which attacks the nervous system and can cause brain damage.
The chairman of an earlier Senate inquiry into toxic fumes, former senator John Woodley, said: "We need a royal commission. The risk to the flying public and to aircrew is such that I can no longer keep staying silent in the face of such an obvious cover-up of a serious health and safety issue.
"It has to be a royal commission. We cannot have faith in a government inquiry because it will come up with the same result as all the others around the world - a whitewash."
Australian and International Pilots Association general manager Peter Somerville agreed.
"Because there is all this new information and such a reluctance to solve the problem co-operatively, the only way we will get resolution is to have a royal commission," he said.
Professor Clement Furlong, from the University of Washington in Seattle, said results from blood and gene tests had shown that exposure to TCP adversely affected a person's genes.
AUSTRALIAN pilots are demanding a royal commission after research revealed the harmful genetic impact of breathing in toxic fumes on aircraft.
There are fears for the long-term health of passengers who may have been exposed to the chemical-laced fumes on commercial flights without knowing it.
Because of a design flaw in modern jet aircraft, unfiltered air is pumped directly from the engines into the cabin. If there is an oil leak, the air becomes laced with chemicals including tricresyl phosphate (TCP), which attacks the nervous system and can cause brain damage.
The chairman of an earlier Senate inquiry into toxic fumes, former senator John Woodley, said: "We need a royal commission. The risk to the flying public and to aircrew is such that I can no longer keep staying silent in the face of such an obvious cover-up of a serious health and safety issue.
"It has to be a royal commission. We cannot have faith in a government inquiry because it will come up with the same result as all the others around the world - a whitewash."
Australian and International Pilots Association general manager Peter Somerville agreed.
"Because there is all this new information and such a reluctance to solve the problem co-operatively, the only way we will get resolution is to have a royal commission," he said.
Professor Clement Furlong, from the University of Washington in Seattle, said results from blood and gene tests had shown that exposure to TCP adversely affected a person's genes.
http://www.uk-airport-news.info
Pilot publishes plane fumes book and documentary
In a new book a plane crashes at Newcastle Airport after pilots breath in toxic chemicals and pass out at the controls. The author of the book, a former pilot, feels it is only a matter of time before it happens in real life.
Former pilot Tristan Loraine, 45, retired through ill health last year after repeated exposure to air contaminated by jet engine oil severely affected his ability to fly. He was given a £200,000 pay-out and used a large amount of the cash to publish a book called Toxic Airlines and film a documentary - Welcome Aboard Toxic Airlines - set at Newcastle Airport.
Mr Loraine, from Horsham, West Sussex, who flew in and out of Newcastle regularly during his career, claims he suffered varying degrees of contamination on at least 75 percent of the Boeing 757 flights he piloted. He says he even once had to carry out an emergency landing at the airport because the fumes were so overpowering.
He said: 'I flew as an airline pilot from the age of 17 before retiring last December as a result of exposure to contaminated air during my career. I started writing the book when I was sick, to tell the world this story. Twelve doctors have said I am ill from contaminated exposure . . . if I am not safe to fly how can they say there is not a problem?'
'I was given £200,000 from my airline and immediately used it to set up the film production company to tell the world what is going on. The documentary will have a limited release at the cinema and has received some fantastic reviews.
Mr Loraine wants the airlines to fit filters on their planes. He said: 'There is no detection system on the planes, yet some of these chemicals are odourless so there should be a warning. Most homes have smoke or carbon monoxide alarms. Crew and passengers are being exposed to this every time they fly and are not told anything. There are young children being exposed to these toxic chemicals.'
'People in the aviation industry have known about this for 40 years and have just been covering up. The British Government knows about this but they are just protecting the aviation authority's interests. I know people who tell me they are not well but they have got to pay bills so they just carry on flying.'
Pilot publishes plane fumes book and documentary
In a new book a plane crashes at Newcastle Airport after pilots breath in toxic chemicals and pass out at the controls. The author of the book, a former pilot, feels it is only a matter of time before it happens in real life.
Former pilot Tristan Loraine, 45, retired through ill health last year after repeated exposure to air contaminated by jet engine oil severely affected his ability to fly. He was given a £200,000 pay-out and used a large amount of the cash to publish a book called Toxic Airlines and film a documentary - Welcome Aboard Toxic Airlines - set at Newcastle Airport.
Mr Loraine, from Horsham, West Sussex, who flew in and out of Newcastle regularly during his career, claims he suffered varying degrees of contamination on at least 75 percent of the Boeing 757 flights he piloted. He says he even once had to carry out an emergency landing at the airport because the fumes were so overpowering.
He said: 'I flew as an airline pilot from the age of 17 before retiring last December as a result of exposure to contaminated air during my career. I started writing the book when I was sick, to tell the world this story. Twelve doctors have said I am ill from contaminated exposure . . . if I am not safe to fly how can they say there is not a problem?'
'I was given £200,000 from my airline and immediately used it to set up the film production company to tell the world what is going on. The documentary will have a limited release at the cinema and has received some fantastic reviews.
Mr Loraine wants the airlines to fit filters on their planes. He said: 'There is no detection system on the planes, yet some of these chemicals are odourless so there should be a warning. Most homes have smoke or carbon monoxide alarms. Crew and passengers are being exposed to this every time they fly and are not told anything. There are young children being exposed to these toxic chemicals.'
'People in the aviation industry have known about this for 40 years and have just been covering up. The British Government knows about this but they are just protecting the aviation authority's interests. I know people who tell me they are not well but they have got to pay bills so they just carry on flying.'
Join Date: Apr 2002
Location: everywhere but home :-(
Posts: 41
Likes: 0
Received 0 Likes
on
0 Posts
Good for him.
It's about time this issue was taken seriously by the airlines and regulatory authorities rather than deny, deny, deny....
I suppose Gulf War Syndrome or Lack of Moral Fibre were a pure state of mind too, rather than something physical or neurological.
People are being poisoned. It's long overdue that the regulatory powers mandated the use of filters. I believe the 787 has a completely different way of generating cabin air - anyone know how it works? I wonder why there was a change from Boeing?
At the moment we are suffering from the Erin Brockovich syndrome.
id
It's about time this issue was taken seriously by the airlines and regulatory authorities rather than deny, deny, deny....
I suppose Gulf War Syndrome or Lack of Moral Fibre were a pure state of mind too, rather than something physical or neurological.
People are being poisoned. It's long overdue that the regulatory powers mandated the use of filters. I believe the 787 has a completely different way of generating cabin air - anyone know how it works? I wonder why there was a change from Boeing?
At the moment we are suffering from the Erin Brockovich syndrome.
id