Petition update · News Update - June 2026

Petition updateStop contaminated cabin air in aircraft!News Update - June 2026

Trudie DaddCrewkerne, ENG, United Kingdom

Jun 7, 2026

Photo: Wallpaper Cave

You signed our petition - now share your story:

Your support has helped bring this issue to the attention of MPs and Members of the House of Lords in the UK Parliament, and we want to build on this success further.

The All-Party Parliamentary Group on Aircraft Cabin Air Quality is now collecting first-hand accounts from passengers and crew who have been affected by fume events - when engine oil or hydraulic fluid contaminates the air supply on a commercial aircraft - exposing those onboard to high levels of toxic chemicals.

Your account, however brief, of your experiences with fume events and how they have impacted on your life, will directly inform the APPG's work in Parliament, as we continue the fight to stop contaminated cabin air in aircraft.

The survey takes just 5 - 10 minutes to complete, and you can remain anonymous if you prefer.

Share your experience here: https://forms.gle/4RGB4zhdyBSJmvbu8

If you have any questions, please contact Brightside Strategy, which is providing the secretariat to the APPG, at brightsidestrategy@gmail.com.

Most people are aware that the contaminated air in aircraft issue comprises both low-level (chronic), repeated or prolonged exposure to a complex mixture of chemicals that may accumulate over time in some individuals, and high-level (acute) exposure during fume events.

The effects of chemical exposure on the endocrine system have been acknowledged within the European Union since 2023, but unfortunately, this has not happened in the UK.

During the Cranfield University Institute of Environment and Health (IEH) Air Sampling Study 2008-2011 for the UK Department for Transport, various chemicals including organophosphates were measured.

In fact, a concentration of 0.02 mg/m³ was reported for tri-ortho-cresyl phosphate (TOCP) during a flight in which no fume event was reported.

This was highlighted in a critique by the late Susan Michaelis - Aerotoxic Campaigner & Air Accident Investigator and US Industrial Hygienist Judith Murawski.

Many important points were raised in this critique, which remains well worth reading because the Cranfield Air Sampling Study continues to be cited by the UK Government (along with questionable reviews and statements from the Committee on Toxicity) to infer that the air onboard aircraft is safe for everyone to breathe.

You can download the article in the link below.

The point on TOCP can be found in the last paragraph on the third page, numbered as 149:

A critique of recent air sampling data collected on aircraft: How much exposure to neurotoxic fumes is acceptable?

January 2011 - Journal of Biological Physics and Chemistry 11(4):147

- Judith Murwaski and Susan Michaelis

https://www.researchgate.net/publication/273269423_A_critique_of_recent_air_sampling_data_collected_on_aircraft_How_much_exposure_to_neurotoxic_fumes_is_acceptable

Documents produced by the European Union in 2023 on Endocrine Disrupting Chemicals (EDC’s) - confirm endocrine disruption can occur from exposure to certain chemicals via various hormonal pathways.

As a result, some European countries have independently produced their own EDC lists with occupational exposure limits now in place to protect workers.

As an example, Belgium has ruled in law by Royal Decree that many of the chemicals used in aircraft oil and hydraulic fluid can cause endocrine disruption.
Belgium have set an occupational exposure limit for Tri-ortho-cresyl phosphate (TOCP) at 0.02 mg/m3 (in vapour or aerosol), measured or calculated based on a reference period corresponding to an 8-hour time-weighted average.

Therefore, the reported concentration of 0.02 mg/m³ in the Cranfield Study was equivalent to Belgium's occupational exposure limit for TOCP, expressed as an 8-hour time-weighted average.

If routine flight operations can produce airborne TOCP concentrations approaching (or reaching) an occupational exposure limit, what concentrations may occur during significant seal failures or recognised fume events?

(Importantly, occupational exposure limits are designed for workplace protection and do not necessarily guarantee the absence of health effects in all individuals.)

Boeing internal email - 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.’

— George Bates, Senior Boeing Engineer - Environmental Controls Department.

That email was written almost 20 years ago, yet reports of crew and passengers being affected by toxic fumes continue to emerge worldwide.

George Bates knew what was happening, and the frustration is apparent in his words; and despite numerous ‘tombstones’ for our deceased colleagues, we are still waiting for someone with horsepower at Boeing (and Airbus) to not only take interest, but to do the right thing.

If you have been affected by contaminated air in aircraft, please complete the survey for the APPG, to help them gain a fuller understanding of the scale and impact of this issue - even if it’s done anonymously; your response to the survey could help to bring about the changes so desperately needed onboard aircraft.

Recently Published Fume Events:

8th April 2026

Delta Airlines

https://avherald.com/h?article=53794f34&opt=4096

10th April 2026

Qantas

https://avherald.com/h?article=537b5fa8&opt=4096

16th April 2026

Jet2

https://avherald.com/h?article=537ed8ad&opt=4096

1st March 2026

Amerijet (Freighter)