Photo: Quote by Nikola Tesla -
‘This quote is a powerful statement on the purpose and direction of scientific progress. It suggests that science, in its purest form, should be geared towards the improvement of the human condition. If it diverts from this path and is used for harmful, destructive, or selfish purposes, it becomes a perversion of its original intent.
Tesla is emphasizing the ethical responsibility that comes with scientific knowledge and technological advancement. He is arguing that the ultimate goal of any scientific endeavor should be to benefit humanity, not just to acquire knowledge for its own sake or to achieve personal or financial gain.’
First in this update is news of the release of the documentary film - ‘American 965’ on Vimeo - video on demand, from Fact Not Fiction Films:
‘This documentary film is a former Academy Award contender investigative documentary that raises new questions about the tragic accident of American Airlines flight 965 on 20 December 1995 and reveals facts the aviation industry knew but never disclosed.
Using advanced 3D mapping technology and data from the flight deck recorder, for the first time an accurate flight path is presented alongside interviews from relatives and those involved in the investigation.’
There is a trailer in the link with the option to rent or buy the film:
https://vimeo.com/ondemand/american965/1057223815?autoplay=1
Following two smoke & fume events on Southwest Airlines 737-Max aircraft, Dominic Gates from the Seattle Times explained the situation in his news report of November 2024:
“The FAA will follow its standard rule-making process,” the safety agency said in a statement.
Rather than following the recommendations in the Oct. 28 internal report from its Accident Investigation and Prevention office, the FAA will issue a notification to operators of the 737 MAX worldwide containing Boeing’s “enhanced instructions.”
The Oct. 28 report, which was leaked to aviation safety professionals, noted that pilots have a narrow window in which to react after the load reduction device, or LRD, activates.
If the valves from the left engine air flow are not closed, the report said ingested smoke will reduce visibility in the cockpit to 5 inches within 30 seconds.
The report added that after just 39 seconds, concentrations of noxious fumes — “acrolein and formaldehyde” — in the confines of the cockpit may exceed acute exposure thresholds, described as “potential lethality.”
There is more information in this video and a difference of opinions between the maker of the video ‘Mentour Pilot’ and the FAA with regards to the LRD - Load Reduction Device, which operates in the event of fan blade failure:
‘REVEALED: This System KILLS in 39 Seconds and Nothing is Being DONE!’
https://m.youtube.com/watch?v=swlVkYVSlIE
It transpires that:
‘LRD devices are not new. In addition to engines made by CFM International, a 50-50 joint venture of GE Aerospace and Safran, GE-family engines with the devices include the GE90, GEnx, CF34-10 and GE9x, as well as the GP7200 made by GE and Pratt & Whitney. In nearly 275 million flight hours, GE-family engines have seen four reported LRD activations, data shared with Aviation Week shows. In each case, the aircraft landed safely.’
It’s not completely clear if other Boeing 737’s such as the 737-800 have LRD’s in the engines but this answer in Aviation Stack Exchange says they don’t -
‘Prior CMFI engines like the CFM56-7B found on Boeing 737-800 have smaller and closer fan blades, and so do not need the LRD.’
LRD’s or not, a question that comes to mind is, were the flight crew of JEJU Airlines flight 2216 on 29 December 2024 struggling with smoke & fumes in the cockpit following the bird strike?
Unfortunately, it’s very doubtful we will ever know the answer to that question.
https://avherald.com/h?article=52225189&opt=0
What No One Is Saying About Korea's Deadliest Plane Crash - Pilot Debrief:
https://m.youtube.com/watch?v=-0EgD7urF9Q
The LRD in aircraft engines which allows oil to enter the ventilation system is a flaw in aircraft engine design, just as bleeding air from the engines for the environmental control system on all commercial aircraft (except for the Boeing 787) is a major flaw in aircraft design.
‘As far back as 1939, Captain of the Medical Corps and Director of the Aero Medical Research Laboratory, Dr. Harry G. Armstrong wrote about "Noxious Fluids and Gases in Aviation: Hot Oil Fumes" (pages 178-180 in: Principles and Practice of Aviation Medicine, Aero Medical Research Laboratory, United States Army, published by The Williams & Wilkins Company, Baltimore, Maryland)
He notes "several cases" of inhalation of hot oil fumes brought to his attention by pilots. The symptoms were "similar to, and initially confused with, carbon monoxide poisoning." He notes that the high concentrations of oil fumes mentioned in animal studies would not occur in aircraft, but "the effects of lower concentrations are apparently sufficient to endanger flight safety.” ‘
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https://bee572.substack.com/p/boeing-once-a-household-name-for
Aircraft engine oils are a complex formulation of many chemicals. Some are carcinogens, others are neurotoxins, cytotoxins, genotoxins and/or endocrine disrupting chemicals (EDC’s), which can cause illness and disease with repeated low level (chronic) exposures, as well as through high level (acute) exposure during fume events.
In addition, hydraulic fluid, de-icing fluid, exhaust from other aircraft and ground equipment contribute to the contaminated air in aircraft.
Over decades, the aviation industry, its regulators (FAA, CAA, EASA, etc.), our Governments and their scientists have continually ignored the risks and dismissed vital scientific evidence.
They have ignored the injuries and deaths caused, and denied appropriate testing, treatment and support for those affected; many of whom have subsequently been misdiagnosed due to healthcare professionals having no information or training on acute or chronic injury from exposure to contaminated air in aircraft.
A further result of the systemic collusion involved within our governments, is that epidemiological research and studies on those injured has never taken place and Aerotoxic Syndrome remains unrecognised.
On Neurotoxins -
Acute Poisoning
Acute effects reflect the immediate response to the chemical substance. The severity of the symptoms and resulting disorders depends on the quantity that reaches the nervous system. With mild exposures, acute effects are mild and transient, disappearing when exposure ceases. Headache, tiredness, light-headedness, difficulty concentrating, feelings of drunkenness, euphoria, irritability, dizziness and slowed reflexes are the types of symptoms experienced during exposure to neurotoxic chemicals. Although these symptoms are reversible, when exposure is repeated day after day, the symptoms recur as well. Moreover, since the neurotoxic substance is not immediately eliminated from the body, symptoms can persist following work. Reported symptoms at a particular workstation are a good reflection of chemical interference with the nervous system and should be considered a warning signal for potential over-exposure; preventive measures to reduce exposure levels should be initiated.
If exposure is very high, as can occur with spills, leaks, explosions and other accidents, symptoms and signs of intoxication are debilitating (severe headaches, mental confusion, nausea, dizziness, incoordination, blurred vision, loss of consciousness); if exposure is high enough, effects can be long-lasting, possibly resulting in coma and death.
‘Chronic Poisoning
Recognition of the hazards of neurotoxic chemicals has led many countries to reduce the permissible exposure levels. However, for most chemicals, the level at which no adverse effect will occur over long-term exposure is still unknown. Repeated exposure to low to medium levels of neurotoxic substances throughout many months or years can alter nervous system functions in an insidious and progressive manner. Continued interference with molecular and cellular processes causes neurophysiological and psychological functions to undergo slow alterations, which in the early stages may go unseen since there are large reserves in the nervous system circuitry and damage can, in the first stages, be compensated through new learning.
Thus, initial nervous system injury is not necessarily accompanied by functional disorders and may be reversible. However, as the damage progresses, symptoms and signs, often non-specific in nature, become apparent, and individuals may seek medical attention. Finally, impairment may become so severe that a clear clinical syndrome, generally irreversible, is manifest.’
(Note: What was not included in the above ILO Encyclopaedia, which has now become accepted in science, is individual susceptibility such as genetic variations whereby some people cannot metabolise and remove toxins efficiently from their bodies. In addition, repeated exposure to toxic chemicals can cause dysfunction to the liver enzymes responsible for metabolising and removing toxins from the body.)
The preface for this ILO encyclopaedia, written by Jeanne Mager Stellman, Editor-in-Chief, Geneva, 1998 is in the link below:
https://www.iloencyclopaedia.org/contents/preface-69563
And this is the opinion of the U.K. Government’s (supposedly independent) Committee on Toxicity (COT).
This opinion and published statement became the U.K. Government’s official position on Aircraft Cabin Air:
‘The COT concluded that the reported levels of the chemical contaminants reviewed (OPs, VOCs including as mixtures, CO and CO2) in aircraft cabin air are unlikely to cause adverse health effects in aircrew following acute or long-term exposures.
COT April 2024’
https://cot.food.gov.uk/Statement%20on%20Aircraft%20Cabin%20Air%20Quality#overall-conclusion
That 2024 statement and opinion from the COT, comes from scientists and healthcare professionals in the U.K. who are supposed to be at the top of their game in their respective fields of medicine and science, including toxicology.
However, they didn’t write that statement or the reports connected to it; it was all written for them by ghost writers from IEH Consulting Limited with input from the CAA and the UKHSA Secretariat to the COT.
The IEH was originally connected to the U.K.’s Medical Research Council:
‘The Institute for Environment and Health (IEH) was established by the Medical Research Council at the University of Leicester in 1993. The institute is partly funded by the Department of the Environment, Transport and the Regions, the Department of Health and other Government Departments and agencies by way of specific research and consultancy contracts.’
http://www.iehconsulting.co.uk/IEH_Consulting/ighrc%20web%20files/pdf/cr%20reports/cr1%5B1%5D.pdf
‘IEH Consulting was established in 2014, initially as a partnership and then, in May 2015, as a UK Limited Company. The company was set up by senior colleagues of the former Institute for Environment and Health at Leicester, and latterly Cranfield University, to continue to provide impartial critical assessment, advice and training in the environment and human health field. Further details on the formation of IEH Consulting Ltd and its links to the former Institute of Environment and Health can be found in the presentation available here.’
http://www.iehconsulting.co.uk/IEH_Consulting/IEH_about.html
http://www.iehconsulting.co.uk/IEH_Consulting/IEH_directors.html
http://www.iehconsulting.co.uk/IEH_Consulting/IEH_associates.html
Apart from a few small changes, the COT approved the 2024 aircraft cabin air statement written by IEH Consulting Limited and it’s collaborators along with publication of the various documents which can be found on the COT’s website.
These are the current members of the COT and their Secretariat:
It’s important to understand that committees like the Committee on Toxicity are not independent and those who write their draft statements and reports do not work for us, the people, in order to protect us from exposure to harmful chemicals.
They aren’t concerned with our health, in fact quite the opposite as shown in the 2024 statement on Aircraft Cabin Air, the 2013 Position paper on Aircraft Cabin Air, the 2014 Position Paper on Organophosphates and 2018 Statement on Phosphate-Based Flame Retardants and the Potential for Neurodevelopmental Toxicity:
POSITION PAPER ON ORGANOPHOSPHATES 2014:
https://cot.food.gov.uk/sites/default/files/cot/cotstate.pdf
POSITION PAPER ON CABIN AIR 2013:
https://cot.food.gov.uk/sites/default/files/cot/cotpospapcabin.pdf
Follow-up to scoping paper on phosphate-based flame retardants and the potential for developmental toxicity 2018 - (written by)- NCET at WRc/IEH-C under contract supporting the PHE Secretariat March 2018 - Statement on Phosphate-Based Flame Retardants and the Potential for Neurodevelopmental Toxicity:
Statement on phosphate-based flame retardants and the potential for neurodevelopmental toxicity 2019:
‘COT conclusion
38. The available evidence indicates that PFRs do not pose a risk of developmental toxicity at anticipated exposure levels. Overall, the Committee determined that the experimental evidence suggested that PFRs were different from other OPs in terms of their chemical and biological activity and therefore PFRs would not be expected, de facto, to show the same neurotoxicological effects as other OPs. No experimental data on the developmental neurotoxicity of PFRs were identified. The experimental data retrieved did not provide evidence in support of any OP- related mode of action for developmental neurotoxicity of PFRs. However, the available epidemiological studies, albeit limited, provided some evidence for neurodevelopmental effects in exposed populations. Limitations in this evidence included study design and a lack of specificity in the relationships identified. The Committee concluded that PFRs were very unlikely to share the neurodevelopmental effects of other OPs but could not exclude the possibility that PFRs could produce neurodevelopmental toxicity by some other mechanism.’
https://cot.food.gov.uk/sites/default/files/2020-09/cotphosphatebasedflameretardantsdevelopment.pdf
The scientists and healthcare professionals in this journal article have called out the COT’s (IEH & Co’s) rationale on OPFR’s:
Beyond Cholinesterase Inhibition: Developmental Neurotoxicity of Organophosphate Ester Flame Retardants and Plasticizers.
Publication
Journal Article
Patisaul, HB; Behl, M; Birnbaum, LS; Blum, A; Diamond, ML; Rojello Fernández, S; Hogberg, HT; Kwiatkowski, CF; Page, JD; Soehl, A; Stapleton, HM
Published in: Environmental health perspectives - October 2021
‘Consequently, the U.S. Consumer Product Safety Commission restricted the use of tris-BP in children’s pajamas nearly 50 y ago. Nonetheless, it has been argued by the COT that because OPEs appear less potent via AChE inhibition than OPPs, such as chlorpyrifos, they are less harmful (COT 2019). This rationale fails to consider that AChE inhibition is not the only mechanism of action for developmental toxicity, even for OPPs. OPEs have other known mechanisms of action, particularly during development, including inhibiting GABA, neuropathy target esterase, and voltage-dependent chloride channels (Lotti and Moretto 2005; Casida 2017). Given the common use of OPEs in consumer products with high levels of human exposure (Doherty et al. 2019a), there is a pressing need to acknowledge the potential health and environmental consequences of OPE exposure.’
https://scholars.duke.edu/publication/1498678
Link to the article:
Written evidence submitted by the Cancer Prevention and Education Society - March 2019.
Exactly who in the U.K. Government it was submitted to is unknown, but clearly it wasn’t passed on to the COT or their ghost writers at IEH Consulting Limited. If it was, it was ignored:
https://committees.parliament.uk/writtenevidence/99955/html/
The COT works in conjunction with other government departments and agencies. Its members are are paid by the U.K. Government who in turn, work for and on behalf of industry - aviation, chemical, pharmaceutical, agricultural-chemical, defence etc. Which is why the use of toxic chemicals which are harmful to the health of humans as well as the environment has continued and why safety practices, precautions, and remedies which could possibly stop exposure to these toxic chemicals have not been mandated or implemented.
It’s the same in the vast majority of countries worldwide and sadly it’s all connected to greed - money, the economy and financial returns on investments.
Next, we have this ATC Alert Video -
‘PANIC in the Sky: Hawker Jet Crew Battles Smoke Filled Cockpit’
This is similar to a situation encountered by Len Lawrence, former British Aerospace Pilot.
“This happened to me, Leonard Lawrence, on 29 November 1991. Flying a HS125 my first recorded fume event was with British Aerospace on the 29 November 1991 flying a company aircraft during the take-off run having passed V1 (a speed at which the aircraft was committed to becoming airborne) the aircraft flight deck filled instantly with hot acrid fumes that were so dense it was made impossible to see the instruments and controls. It was impossible to breathe and blinding – due to burning on the eyes by the very hot oil vapour produced.
On board the aircraft was Sir Charles Masefield, Managing Director of British Aerospace Commercial Aircraft Division.
I was later diagnosed with brain injury the other pilot later died of cancer.”
https://m.youtube.com/watch?v=uxgddGnzyrQ
Len recently gave an interview on Freedom Talk Radio about his experiences and the subsequent events which have occurred:
https://m.youtube.com/watch?v=JawwGXeqD80&t=2s&pp=2AECkAIB
Finally, the ongoing toxic air issue with the UK’s military helicopters responsible for numerous injuries and deaths:
09 July 2024 -
Ministry of Defence admits death of decorated RAF pilot, 53, from rare cancer was related to his military service after he was exposed to toxic exhaust fumes:
A decorated RAF pilot who completed seven tours of Afghanistan died of cancer because of his military service, the Ministry of Defence has admitted.
Squadron Leader Kai Macnaughton, 53, who was still serving in the military at the time, died just three weeks after he was diagnosed with a rare and aggressive form of blood vessel cancer.
He had been exposed to the toxic exhaust fumes of Puma and Chinook helicopters while on special forces operations for over two decades.
Mr Macnaughton's widow, Clare, became convinced this was what had caused her husband's cancer after she spoke to others who had also been diagnosed while serving on military helicopters.
It comes after the father of RAF sergeant Anna Irwin who died from lung cancer at the age of 38 in October 2017 called for an inquiry into the effects of toxic fume exposure.
Her father Mick told The Times last month: 'Why did my daughter have to go through what she went through? It could have all been avoided if they had taken action.
“As far as I can see this is still happening and no one is doing anything about it.”
Ms Irwin was honoured by King Charles for her heroics against the Taliban but was exposed to more than 2,000 hours of toxic fumes whilst onboard RAF Chinook helicopters.’
Ms Irwin was a Chinook crewman who was first posted to 18 (B) Squadron at RAF Odiham in 2007 but was later deployed to Afghanistan
She was presented with the award for 'Most Outstanding Airman' by King Charles at The Sun's Military Awards in 2013 after she helped rescue eight soldiers after a suicide bomb attack on their base.
Ms Irwin was diagnosed with a rare form of lung cancer in 2016 despite never being a smoker nor there being any other obvious environmental causes.’
10th February 2025
MoD investigates air crew cancers after helicopter claims:
‘The government is investigating how many military personnel have been diagnosed with cancer, after claims that some helicopters left crew exposed to toxic fumes.
At least six cases have already been settled out of court by the Ministry of Defence (MoD), with dozens of other air crew and families understood to be in the process of suing.
They claim that officials knew about safety concerns with certain aircraft as far back as 1999, but chose not to tell the crew or introduce sufficient safety precautions.’
https://www.bbc.com/news/articles/cp3wrkeng2eo
11 February 2025:
‘A flying instructor who trained Prince William has died of cancer following years of alleged exposure to toxic exhaust fumes from military helicopters.
Zach Stubbings was diagnosed with multiple myeloma - cancer of the blood and bone marrow - in 2013, thirteen years after joining RAF Search and Rescue at the age of 21.’
Common Chemicals in Aircraft and Helicopter Exhaust Fumes - AI Generated:
Carbon Monoxide (CO): A colorless, odorless gas produced from incomplete combustion of fuel.
Nitrogen Oxides (NOx): A group of gases that includes nitrogen dioxide (NO2) and nitric oxide (NO), which can contribute to respiratory problems and environmental pollution.
Hydrocarbons (HC): Unburned or partially burned fuel components that can include volatile organic compounds (VOCs).
Particulate Matter (PM): Tiny solid or liquid particles that can penetrate deep into the lungs and cause respiratory and cardiovascular issues.
Sulfur Dioxide (SO2): Produced from the combustion of sulfur-containing fuels, which can contribute to acid rain and respiratory problems.
Benzene: A volatile organic compound that is a known carcinogen and can be present in small amounts in exhaust.
Polycyclic Aromatic Hydrocarbons (PAHs): A group of organic compounds that can be formed during the incomplete combustion of organic materials and are also known carcinogens.”
Our sincerest condolences are with the families and friends of those who have died.
Our thoughts and prayers are with those who are suffering with illness and disease as a result of their exposures, as well as their families and friends who are supporting and caring for them.
AI Summary:
“When economic interests are at stake, there can be pressures to downplay or obscure the health risks associated with certain activities, including aviation.
Instances of regulatory capture, where industries influence or control the agencies meant to regulate them, can lead to inadequate oversight and insufficient research into health impacts. This can create a perception that the health and safety of communities are secondary to economic considerations.
Addressing these issues often requires transparency, accountability, and strong advocacy from affected communities, public health organizations, and independent researchers. It’s crucial for the public to have access to accurate information and for there to be mechanisms in place to hold industries and regulators accountable for their actions.”
For further information on Contaminated Air in Aircraft visit -
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