(Photo courtesy of Bleed-Free EU)
We recently received this very sad message from France -
"It is with great sadness and grief that I announce the death of our friend and colleague Jean Christophe Balouet.”
Doctor of the Sorbonne, PhD of Smithsonian Institution (Washington DC), internationally recognised specialist in environmental forensics since the 1990s (author of 96 publications) and promoter, in particular, of the dating of hydrocarbon pollution by dendrochronology, Dr Jean Christophe Balouet has also been secretary general of the CNEJE and has accompanied three presidents. He brought a new approach to all the experts, largely inspired by his experience in the USA.
Involved in many international bodies and in many highly technical fields ranging from palaeontology to air pollution syndrome, he has enabled many experts to evolve positively in the analytical approach and understanding of environmental pollution. " (source)
Thank you for your work and advocacy on the subject of AEROTOXIC SYNDROME.
‘Aerotoxic Syndrome is the term given to the illness caused by exposure to contaminated air in jet aircraft. The term was introduced on 20 October 1999 by Dr Harry Hoffman, Professor Chris Winder and Jean Christophe Balouet, Ph. D.’
http://bleedfree.eu/documentation/a/aerotoxic-syndrome/
http://www.unfiltered.vip/unfiltered---contents-of-fumes.html
http://bleedfree.eu/documentation/708-2/dr-mult-jean-christophe-balouet/
Jean Christophe Balouet
November 12, 1956 - March 31 2021.
You will be sorely missed.
Our sincere condolences to Jean Christophe’s family, friends and colleagues at this very sad time.
Other News:
‘New Aircraft Cabin Environment Sensor Certified for Boeing 737’
“We are very excited to bring this important new capability to the aviation industry. The need for accurate and comprehensive air quality data on aircraft has been recognized for decades,” George Bobb, president of Teledyne Controls said in the release.
https://www.aviationtoday.com/2021/03/23/new-aircraft-cabin-environment-sensor-certified-boeing-737/?fbclid=IwAR1E2yFncdsqBPn7G0lrldI977pNKm77SpN8pCRA7moiuFgVkVhHzG4PT2k
Case brought by United Airlines Crew Members against Boeing continues:
https://www.paddleyourownkanoo.com/2021/03/26/boeing-wins-fight-to-keep-dirty-little-secret-toxic-air-lawsuit-in-federal-court/
Press Release - GCAQE - Conference On Contaminated Air In Aircraft March 2021:
https://pressat.co.uk/releases/largest-conference-ever-held-on-contaminated-air-on-aircraft-concludes-effective-bleed-air-filters-and-sensors-should-be-installed-on-passenger-jet-and-turboprop-aircraft-e94c91f79efa99b6ab04f7ea337ece4d/
GCAQE - Clean Air Campaign:
https://www.gcaqe.org/cleanair
The message in this video on climate change applies also to #aerotoxicsyndrome. The difference onboard an aircraft of course, is being in a very different (and unique) sealed environment* from which, occupants have no possibility of escape:
What is your favourite organ? Heart? Brain? Lungs? or perhaps the placenta? Listen here why... (if you want to skip, go to minute 18)
https://m.youtube.com/watch?v=JWlM5QZPHMs&feature=share&fbclid=IwAR1zYMe7Pnu51uQjHtOSdXGebFpJ76N84HK8glKXRNp0sgno9XOUb_lg9Ss
*An aircraft is an indoor environment. It is also a unique indoor environment:
‘The environment aboard commercial aircraft is different than that found in other spaces commonly occupied by people. Occupant density is typically high, and occupant activity levels range from almost completely sedentary (passengers) to very active (flight attendants). Aircraft passengers and crew make up a wide cross section of the general population, ranging from the very young to the very old, from the healthy to the infirm, and from frequent fliers to inexperienced fliers. In addtion, the aircraft must be regarded as both a public place (passengers) and a workplace (crew). A unique aspect of the aircraft environment is that, unlike many other indoor environ- ments, including those for some other modes of transportation, occupants cannot remove themselves from the environment. The controlled atmosphere aboard the aircraft in flight is at a lower pressure and relative humidity than that found in many other environments. Further, unlike other indoor environments, the outside air intended for ventilation is first compressed and heated in the aircraft engines/APU or electrically driven compressor, creating the potential for engine-sourced and entrained compounds to contaminate the cabin air.’ - Foreword from ANSI/ASHRAE - Standard 161-2018
https://www.techstreet.com/ashrae/products/preview/2001169
Information on the Aerotoxic Issue:
The 2007 email warning of the dangers:
‘George Bates Senior Engineer - Boeing
Internal Boeing Email from 26 October 2007:
‘Hydraulic Mist is another toxic product I refuse to get involved with, even though our recirculation filters have the capability to coalesce the mist ... I will add that the propulsion folks do not account or certify the bleed air quality they feed to us. John Klym was the most recent to try to get the propulsion folks to step up to owning their system by-products. All he got was the run-around like I got in 2000 for the 747-400. ... The engine specs are the hole no one has addressed ... Given the number of [contamination] events for the 757/RB211-535C and 535E engines resulting from failed Fan and Forward IFC Bearing Seals allowing oil by-products in the bleed ducts, I would have thought that the FAA would have forced the issue ... With all the diversions (about 1 every 2 weeks) and return to base events due to Haze in the Cabin, I would have thought the FAA would have made the Engine Manufacturers address this by now. Some of the 757 events have been pretty significant in that the crew reported blue smoke with defined waves in the smoke. The visibility was limited so that the attendants in the aft galley could not see to the mid-cabin over-wing exits. This is more than a light haze that we debate endlessly about for smoke evacuation. Who knows what the by-products are in hot synthetic Turbine Oil. The Material Data Sheet has warnings about skin contact and breathing the fumes of the oil, let alone the partial combustion products ... Bottom line is I think we are looking for a tombstone before anyone with any horsepower is going to take interest.’
The ‘Asbestos Of The Airline Industry’ Killing Flyers - 60 Minutes Australia (Condensed-15 mins):
https://m.youtube.com/watch?v=D97No_7fbR4
Extra Minutes - Reporters Discussion:
https://m.youtube.com/watch?v=m1Kk7U6dOKE
Contaminated Air - A Passengers Perspective:
https://vimeo.com/522288761?fbclid=IwAR0ATOnGhi
Differing Viewpoints On Contaminated Air:
https://vimeo.com/520900018
Understanding Organophosphates Used In Aviation:
https://vimeo.com/520060743
A Journey To The High Court Of Australia:
https://vimeo.com/520054588
Ultrafine Particle Levels Measured On Board:
https://vimeo.com/520013750
Inappropriate Use of Risk Assessment in Addressing Health Hazards Posed by Civil Aircraft Cabin Air - *C V Howard- Submission: February 12, 2020; Published: February 27, 2020
*Corresponding author: C V Howard, Centre for Molecular Biosciences, University of Ulster, UK,
https://juniperpublishers.com/oajt/pdf/OAJT.MS.ID.555634.pdf?fbclid=IwAR2VwPvuKEkmUxP71M_s77xv3H2A04THfg69gs4uBWPUuYbAOkL07r-jGPs
For those who have been exposed to low level contamination onboard aircraft or involved in fume events - this document from The Commission On Toxicity (COT) UK from 2000 relates to organophosphates used by farmers, but is also applicable to air crew and passengers as organophosphates are also present in aircraft oil and hydraulic fluid:
‘5.7 In turning to issues not identified by COT as those which should be addressed by further research, consideration was given to the possible immune or hormonal effects of OPs. It was noted that there had been a small number of studies including an item in the Lancet circa 1996 which had examined extensive disturbance of cellular components of immunity in a laboratory study. Reference was also made to a WHO document indicating an OP eliciting auto-immune response and, therefore, advising caution in undergoing vaccination following exposure to OPs. It was suggested that there was also a possibility of an OP impact on hormones (as endocrine disruptors) which could be synergistic or additive.’
https://cot.food.gov.uk/sites/default/files/cot/opworkshop20mar00.pdf
WHO document referred to:
https://apps.who.int/iris/bitstream/handle/10665/40198/9241542632-eng.pdf
For further information on Aerotoxicity & Aerotoxic Syndrome visit:
https://www.airunfiltered.com/
The fight for clean air onboard aircraft continues, as does the fight for justice for those injured and those who have died due to continuous low level exposure and/or following fume events onboard.
Please sign and share this petition.
Many Thanks.