Photo: Unused aircraft air conditioning duct (left). Used aircraft air conditioning duct (right).
An aircraft is an indoor environment. Scientific evidence has proved that chemicals which are hazardous to human health regularly contaminate the air conditioning systems onboard aircraft from aircraft oil, hydraulic fluid and de-icing fluid. The ‘safe levels’ for exposure applied to a UK Government study (Cranfield Study) are not applicable to ‘other groups’ such as children or the elderly.
World Health Organisation 2000:
‘Principle 3. Non-maleficence (“do no harm”)
Indoor air should contain no pollutants without a justifiable reason or purpose for their presence. It is recognized that a balance must be struck between indoor air requirements and considerations such as the economy and health. Unwanted or unacceptable exposures are defined as the presence of indoor exposures that cause undesirable effects on the occupant(s).
Those who design, provide, build, maintain and occupy indoor environments have a duty to do no harm to indoor air quality in that environment. Ignorance about indoor air quality matters is not an excuse for causing harm. The facts on indoor air quality must therefore be readily available to, and used by, all the parties concerned.
Exposures indoors should not occur as the result of mitigation of environmental problems in occupational or outdoor environments (e.g. by discharge, dilution or substitution that migrates to the indoor environment).’
Perhaps this Principle from the World Heath Organisation does not apply to passengers and crew onboard aircraft. Have airlines and aircraft manufacturers been given exemption from this principle?

FACTS – Toxicity of contaminated aircraft cabin air | Facts about cabin air quality on-board large transport aircraft | EASA
This is the latest ‘innovative research’ being carried out by the EU to ascertain the contaminants and amounts produced, plus their effect on human health.
It’s very frustrating for those who have been injured and who have lost loved ones because of contaminated air in aircraft because -
1. Scientific studies have already identified the contaminants.
2. They will only be heating the products to 600 degrees - temperatures in aircraft engines exceed 600 degrees.
3. They will only be measuring the impact on health from a ‘one off event’ and are ignoring the proven issue of ‘cumulative low level exposure’ and further exposure during fume events.
4. The effects from exposure are already known.
5. The funding for this project would be far better spent on a study of persons already injured by contaminated air in aircraft. To date there have been no such studies by a government or regulator.
However, we await the results of this study. Will it be another publication designed to protect the aviation industry or a publication of the ‘FACTS’ that will protect crew and passengers in the future?
Useful links:
https://unitetheunion.org/media/1276/toxic-cabin-air-fume-event-register.pdf

Aerotoxic Team (German/ English/Spanish)
FlyAWARE (Dutch/English)
Kabinenlobby (Deutsch)
P-COC (German - Patienteninitiative Contaminated Cabin Air e.V.)
ToxicFree Airlines
AVSA (French - Association Victimes Syndrome Aerotoxique)
GCAQE (Global Cabin Air Quality Executive)
BleedFree.eu
the link to above websites and all the FB pages is: https://www.aerotoxicteam.com/associates-network.html