NEW BOOK coming soon!
Excerpt from the preface:
Canaries are active, cheerful, and beautiful and have a delightfully lovely song! They are colorful and have pleasing personalities. There is nothing like a peaceful, pretty canary song to unravel nerves at the end of the day.
John Scott Haldane was known as “the father of oxygen therapy”. He researched in dangerous self-experiments by breathing several toxic gases, and pronounced carbon monoxide as the cause of death in depths, which led him to recommend using the birds for detection. He suggested using a sentinel species: an animal more sensitive to the colorless, odorless carbon monoxide and other poisonous gases than humans.
Why was a canary Haldane’s suggested solution? Canaries are good early detectors of carbon monoxide because they’re vulnerable to airborne poisons. Because they need such immense quantities of oxygen to enable them to fly and fly to heights that would make people altitude sick, their anatomy allows them to get a dose of oxygen when they inhale and another when they exhale, by holding air in extra air sacs stored in other parts of their body, due to which they get a double dose of air … and any poisons the air might contain. If the canary became ill, fell of its perch or died, it would be the miners warning to evacuate.
Carbon monoxide is a potentially deadly gas devoid of color, taste or smell, which can form underground during a mine fire or after a mine explosion. Today's coal miners must rely on carbon monoxide detectors and monitors to recognize its presence underground. The mixture of gases that remain in a mine following a mine fire or explosion usually consists principally of carbonic acid gas and nitrogen, which is toxic when inhaled. More sensitive to such gases than humans, the little bird would collapse and fall off its perch long before the miners were affected; the poor little birds plight was therefore a signal to the miners to get out immediately, and to management to look at the problem and clean up the mine.
If we think of the workforce, in our case the flight crew, as “test canaries”, the typical reactions of managements is interesting: They don't say 'we've got a problem here, let's fix it before we have a disaster', but start bad-mouthing the canaries by more or less hidden diffamation of character. It has a personality disorder, they say, or, it is faking it; it was sick before it went down the mine, or in our case: up in the air; or - more simply – it is a troublemaker.
Just as the victimization that causes the canary to fall of its perch is standard from one organization, state and country to another, so are the managements’ explanations for the canary's state of mental and physical health. And remembering what the canary's state really means to the mine and those in it, the response is not at all what we would expect from managers and company CEO’s who care about their workers. The reaction to the canary is representative of the industry’s response as a whole. Typically the response is orchestrated, hostile and powerful: a bullying per se.
It was reported in 2003 that a British officer acted as a "human canary" during the first enemy missile attack of the Iraq war because the troops did not have enough batteries for their chemical agent monitors; defence sources were quoted: "He had to go out of the tent and stand there.", one source said. "The thinking was that if he fell over there were probably chemical agents around."
The Airline Industry's Canaries
So logically in our case, if it’s not the pilots, it’s the cabin crews that : “... if they fall over, one can assume that chemical agents are around”. However, such thinking seems to elude the aviation industry - at least regarding any levels of toxic substances that are not on some sort of ‚legal limit’ list, and they are in complete denial regarding the dangers of ‚double doses’ and continued, regular inhalation of minimal amounts.
I have spoken at length about this dangerous and health hazardous ‚phenomena’ in my book ‚The Air I Breathe-It’s Classified’ which is available on Amazon worldwide, so I won’t go in to great technical and scientific details regarding the ill-health source in this one.
This book is dedicated to sharing the simplest way of how to survive and improve one’s health after the nervous system injury by inhalation of toxins/ nerve gas. This is a nervous system injury which often results in ‚diffuse toxic encephalopathy’ and/or (organophosphate induced delayed) neuropathy and the so called Aerotoxic Syndrome.
I want to give you some advice on how to regain your health in ways that don’t cost an arm and a leg - just some willpower and dedication from your good self. Or, as a precaution to protect and strengthen the immune system as good as you can, to hopefully avoid such health issues. But be aware: there is no guarantee, every flight still is: a Russian Roulette.
I am one of the canaries:
sincerely yours, Bearnairdine
All rights author: Bearnairdine Beaumont
text©Bearnairdine Beaumont 2018
image/bookcover©Bearnairdine Beaumont 2018
01/28/2018: Spirit Airlines flight NK517
from Akron/ Canton (OH) to Fort Lauderdale (FL) in USA
Warnings about danger from toxic gases on aircraft causing not only a serious safety risk but also severe health issues for passengers and crews are increasingly becoming a daily news item.
This time it is a Spirit Airlines Airbus 320 flight number NK-517 from Akron/Canton to Fort Lauderdale (USA) on 28th January 2018. They were en-route and cruising at altitude FL380, when about one hour prior to landing a passenger complained about an abnormal smell on board.
Cabin crew confirmed the smell, which became increasingly stronger until the cabin air became nearly "not breathable", sources report. The flight deck was informed and they in turn informed ATC about the fumes on board. About 20 minutes prior to landing the captain confirmed the bad smell in the cockpit as well, causing both pilots to don their oxygen masks. Flight attendants felt increasingly nauseous; several indicated they nearly passed out. Descending fast to below 10.000ft the captain depressurized the aircraft and the cabin air improved. The aircraft landed at Fort Lauderdale about one hour after the first passenger had complained. Emergency services treated cockpit and cabin crew while still on board, after which the entire crew were taken to hospitals. (source Aviation Herald) In other such scenarios involving toxic fumes, the pilots from a different airline declared pan-pan-pan, for a quicker emergency landing.
First medical findings indicated a seriously high level of carbon monoxide in all members of the cabin crew, with several flight attendants’ levels reaching near lethal values!, sources report.
Carbon Monoxide (CO) is not only produced by (aircraft ‘APU’) ‘exhaust’ fumes, CO is also generated (amongst other toxic particles) through thermal degradation from chemicals which are present in the jet-oil fumes, presenting severe health dangers by route of inhalation and dermal exposure. These people, passengers and crew, were exposed to the poisonous fumes for over one hour!
One flight attendant suffered a heart condition, which, as currently cannot be ruled out, could become a serious health issue. Another flight attendant suffered from disorientation, migraine and loss of memory, and a nerve ending inflammation was diagnosed. The flight attendants were kept in hospital care until Jan 31st 2018, after which they were released into home care, but they still feel ill. (source Aviation Herald)
The captain felt first symptoms of incapacitation during the landing phase. Maintenance who boarded straight after landing said they could not detect any ‘odor’ and were intending to return the aircraft to service, when the captain intervened stating that there had been a serious fume event. One of the engine ‘s ‘wet seals’ was subsequently found breached. Just because there is no smell left, does not mean there was no fume event - plus, not only are the mechanics and technicians constantly exposed to such smells, but one also has to consider the fact that not everybody has the same sense of smell and the olfactory nerves very quickly get used to a smell, sometimes within minutes or even a few breaths.
At this time we have no information regarding how the passengers are faring and if Spirit Airlines is attending their needs.
This is not the first such severe FUMES incident, which is deemed ‘air accident’ by authorities. The airline industry likes to downplay these incidents as harmless, and just some 'odour' – often even trying to explain these events away with: inconvenient but harmless smell, or new carpet, galley oven on fire, or recently even a suggestion that a passenger had opened a tin with toxic contents, which they say they had brought on board, was found in the media.
What they don’t want to admit to is, that this wet seal defect/ bleed-air issue is a known factor, with first warnings about the dangers already published as early as 1939 by Dr. H. Armstrong talking about CO poisoning of pilots, followed by more, serious warnings in 1955 by Henry Redall; in 1956 Boeing submitted a patent proposing changes from the ‘bleed air’ system to ‘ram’ air, which takes in the air through an outside inlet, with the result that the breathing air would not be laced with bleed-air emissions, heavy metals and other toxic (nano-)particles coming directly from and through the engines.
Since then, nothing has changed, except that Boeing suddenly launched their Dreamliner B787, which does not have the bleed air system, in 2011. Reports about better air on board raise the questions yet again. So one could wonder why these changes have not been implemented in other models and by other manufacturers?
In the mean time, countless pilots and cabin crew from airlines throughout the world have become seriously ill and often are forced to retire on medical grounds, losing their livelihood and licenses to fly. Many have serious ill health issues that last their entire life, some have even died at very young ages, many most likely from neurotoxins contamination in their workplace affecting the central nervous system and brain. Many are plunged in to financial crisis, as they have to pay their medical diagnosis’, treatments and therapies themselves, since the health insurers refuse to do so and the airlines don’t want to know.
Spirit Airlines’ Captain James Anderberg died in Sept 2015 after an extended illness from an extremely severe fume event in July 2015 on a Spirit Airlines flight. He and his first officer were rendered nearly unconscious. This was the most serious close call by the airline to date, coming extremely close to crashing which could have taken all life onboard. (source)
Flight Attendant Rishi (Ricky) Jeethan checked in to operate an empty ferry flight with his crew on Feb 4, 2016. The aircraft was a Spirit Airlines Airbus 319 which had been involved in multiple fume events. It was technically very damaged and had been removed from service by airline maintenance for a minimum of 5 days. As they were trying to get it scheduled at the ‚Lufthansa Technik’ in Aguadilla, Puerto Rico, the maintenance logbook showed the mandatory 5-day service removal for heavy, high-velocity maintenance, engine tear down, C-check overhaul and engine wet seal replacement. Nevertheless, it seems that the airline made the very dangerous management decision to operate the aircraft anyway. The aircraft was to fly ‚ferry’ (ed: = no passengers) as 8427 Fort Lauderdale to Boston.
We are told by our sources that the pilots were advised to ignore the logbooks’ entries and to operate the aircraft regardless. They were also advised to wear their emergency quick don oxygen masks for the entire 3,5 hour flight, which would be advise given only if it was expected that fumes would be entering the aircraft; but no advise was given for the flight attendants’ health, safety and well being. Promptly, the engines leaked toxic fumes into the cabin which subsequently became "comparable to a flying gas chamber for the flight attendant" (source), who had no protection for the entire flight! Upon arrival at Boston the crew were seen and treated at Concentra Medford, MA., and Rishi filed a Spirit Air Safety and FAA Hotline report. Rishi continued to suffer from this event for most of that year with chronic, debilitating symptoms and increasing health problems. Rishi died suddenly on July 8, 2017 of unexplained kidney failure after 12 months of chronic ill health following his exposure to toxic fumes on that last flight.
Spirit Airlines is not the only airline mind you.
In 2012 British Airways pilot Richard Westgate died after suffering from debilitating ill health which he and his physicians attributed to constantly inhaling toxic fumes in the cockpit. He donated his body to research, due to which several expert scientists were able to publish their findings, warning of the severe health effects caused from the inhalation of fumes laced with neurotoxic chemicals present in thermally degraded jet oil compounds.
On Jan 30th 2014, Matt Bass, a BA flight attendant, returned from a trip and spent the evening with his friend. While everyone tidied up the dishes and cleared, Matt went to have a rest on the sofa. He went to sleep and never woke up. His friends’ dog started barking and she went upstairs to see why and found Matt had stopped breathing. She started CPR as all trained crew know how to, while the other friends called an ambulance. The paramedics took over and continued to try and revive him but to no avail. Matt’s parents decided to have a second post mortem done by a specialist forensic pathologist in Holland after the first one had brought no results. He found evidence of chronic exposure to organophosphates (i.e. the afore mentioned TCP/ TCoP), which then was confirmed by one of the world’s leading authorities in organophosphate poisoning.(source Matt Bass website).
And there are hundreds more who died far too young in their early 30's, 40's - too many not reaching the age of 60! This dedicated website publishes the sad count and honours all the British Airways crew members who have taken their final flight. One can only assume the number of premature deaths adding up from all other airlines ...
For over 70 years now nothing has been done about this scandalous problem – on the contrary the maintenance procedures seem to be getting worse rather than better, causing a massive increase of these toxic fume events which contaminate the air you breathe. The residue sticks to the aircraft interior, on walls, carpets and seats and is not washed off, so it builds up leaving toxic grime to be touched by little kids, who then put their fingers to their face or in their mouth and so ingest the poisonous left overs – never mind inhaling a constant low-level contamination of always present, nano-sized particles, findings which have been published here.
If you log onto https://planefinder.net/ and type in this tail number in the search box: N902NK it shows the history of where this above mentioned fume event plane was. It since flew multiple legs without repairs for several days, further exposing countless other crews and passengers. The plane has now disappeared off the radar. It seems it had a final flight from MSY to FLL, then: gone.
This quote is more explosive than ever: „We are looking for tombstones „ a senior Boeing engineer warned some years ago, „unless we tackle the problem.“
How many more years must go by for the industry to address this potentially deadly and accident prone safety issue, when pilots suddenly become incapacitated and don't remember what they are doing? When will they stop their obviously flippant disregard for human life, health and aviation safety? Slowly some concessions are being made, some airlines are talking about fitting filters, but it is doubtful that these filters will actually remove all the dangerous particles - others talk grandly about comissioning new studies (how many more?), and yet others, past and present are forced by court orders to take air measurements and get them analysed. Their stalling for time to find yet more excuses and flimsy 'explanations' is becoming more and more deadly, as more and more severe fume events happen.
Clearly, the Boeing engineer, as well as many others, was expecting an increase of this scandalous behaviour: the turning of a blind eye concerning the poisoning of pilots, who are supposed to be fit and clear headed to fly their passengers safely to their destinations; and no concern whatsoever for their cabin crews who are responsible for safety&health and who are life savers in emergency cases, but who become incapacitated and therefore unable to function. And what about the passengers and their health? Many fly nearly as often as crew do and subsequently are exposed over and over again! If you have been wondering about your health lately after flights, please check in here.
The evidence is piling up and hundreds of testimonies are overwhelming – when is enough, enough? When will those responsible for these disastrous conditions take action and do the right thing?
Find information on the following websites as well as books and documentaries/films that have been published high-lighting the fume event problem and offer help. Several social media groups and pages offer news and information and are campaigning for changes to be implemented.
This accident was researched and reported first by Aviation Herald - with thanks for the source referencing.
Information and scientific resources from www.aerotoxicteam.com and www.aerotoxic.org and partners.
Author © Bearnairdine Beaumont - Global Aerotoxic Team
Passengers please contact us via the websites or/and report any concerns and your experience to the FAA and submit a formal complaint to the airline.
... a few months later I left on an Airbus four-day flight rotation, covering three to four legs a day to various European destinations, never suspecting it was to be my last!
I had been feeling very poorly for a very long time now, in fact I got worse since re-training on to Airbuses. I had to take sick leave more often than not, struggled to go to work, and felt worse with dizzy spells and constant headaches on practically every flight. I couldn’t stand those smells of dirty wet socks (or was it wet dogs?), which seemed to be present on every aircraft and always more intense than the previous time, which we still thought was normal after a long night flight and full house; the fumes of kerosene before take-off, and exhaust fumes that wafted through the cabin while on blocks or taxiing made me feel nauseous instantly. I continued having trouble with my balance and started having problems when the pilots changed heading, and when the aircraft moved to change direction or if descent was too fast. The movement made me feel dizzy; it felt like my brain was detached from my body, and my skull felt too tight with that pressure building up that felt like my brain was swollen and inflamed, putting pressure on my hearing. Often it took a day or two for that to settle down again. Now my doctors thought I was having low blood pressure problems...
Over the past months a new symptom had appeared. I was now in constant pain. Excruciating sciatic nerve pain had joined the muscular flu-like ache. Often I could barely sit or stand, never mind walk, without being bent over double. I had been receiving up to thirty injections of pain and muscle relaxant medicines which were administered along my spine twice a week to help that, but it always only lasted a couple of hours. The muscles were rock hard, the sciatic nerve area remained so painful, I could hardly move. Puzzled because other typical symptoms such as damaged or slipped discs weren’t apparent, the orthopaedic surgeon’s only other solution was exploratory surgery to ‘perhaps find something that way’, which I refused.
Who would have thought that toxins could also affect the spinal cord, which is the central trunk of nerves connecting the brain with the rest of the body?
Nerves and nerve roots become irritated and radiate pain from chemicals! The central nervous system (CNS), which is in the spinal trunk, was already irritated and damage was done, and the muscles were filled with toxins. So the sciatic nerve wasn’t jammed at all, it was radiating pain from the toxins! Again, another symptom of peripheral neuropathy due to toxic stress.
And as for the muscles, the toxins concentrate in parts of the muscle and that irritates them to contract; they stiffen and feel like rocks, immovable and pulling in all the wrong directions. I couldn’t walk, sit or lie without pain. And again, no matter what I said, they dismissed the thought of a chronic poisoning being the possible reason.
Flying frequently can be hazardous to your health. This is especially true for those who do it for a living. My whole system finally broke down.
© excerpt from The Air I Breathe -it’s classified by Bearnairdine Beaumont
join : Global Aerotoxic Team
Wishing all my friends, colleagues and readers passing by a magical festive season and a very happy and healthy New Year! Thank you for your support.
In aviation the most typical sources of CO are exhaust from: internal combustion engines; aircraft turbine engine exhaust and APU exhaust. Although odourless and tasteless, CO produced from these sources will usually be mixed with other compounds, gases and vapours that can be detected through smell and taste.
Whilst on the ground, CO produced externally can enter cabins and flight decks. It is also possible that exhaust gasses from other aircraft (e.g. positioned in front whilst taxiing or waiting for departure) can enter unfiltered via the bleed-air and air-conditioning system.
Finally a first move has been made by easyJet, who announced (last September) their intention of fitting a new type of filter to avoid contamination - however, they still deny that there is any long-term health injury possible and generally are quoted to say :
“EasyJet is working with Pall (ed = filter manufacturer) to identify and reduce incidents' of unusual smell and fumes in the cabin. These events can have short term effects on health and can lead to flight disruption."...and that ...."the decision to trial the air filtration system had nothing to do with studies linking cabin air with long-term health problems. They insist that: "... independent medical research has found no evidence for any such link”.
Fact: the research they refer to is funded by the industry and 'their' scientists never find anything, or "in such low concentrations that it is impossible to cause any health problems, and certainly none long-term". However, off late the Civil Aviation Authority (CAA) stated that: "long-term health effects from cabin air" ... (...) ... such a link “cannot be ruled out”.
See the scientific evidence they tend to ignore here and in the following testimonies.
Preponderance of Evidence
Aerotoxic Syndrome Sufferers' Testimonies
1. I am just one of many.
“I am just one of many. One who has suffered severe poisoning from contaminated cabin air. From many years of experience in dealing with poisoned cockpit, and cabin crew, as well as getting to know passengers, who display typical toxicological symptoms on or after a flight.
I know that there are many like me. I was lucky that, after many years of odyssey, I met very competent and impartial expert Professor Helmuth Müller-Mohnssen. Without him, who was a courageous environmental health expert, I would have certainly died from the effects of multiple nerve poisons I was exposed to during my eleven years of service as a flight attendant. Professor Müller-Mohnssen, the most knowledgeable nerve toxin and pesticide expert, was one of the world’s best scientists in diagnosing a poisoning by nerve agents. I spent months visiting doctors and spending unnecessary time in hospitals for surgeries, diagnostics and ineffective treatment methods. Toxicological evaluation criteria were all simply ignored by attending physicians and flight medics.
Doctors, who despite the severity and the typical toxicological symptoms did not even consider them, subjected me to daily pain and indignities. Instead they shocked me over and over with false diagnoses, such as multiple sclerosis and rheumatism or with prophecies that in no later than 2 years I would die. In 1999, my eleven-year career at Lufthansa, with increasingly occurring long-term illnesses, came to an end and I was declared unfit to fly by my company’s flight medic. Despite better knowledge he did not confirm the diagnosis of severe poisoning and tried to falsify the diagnosis. Ever since I have been fighting for a disability compensation and I try to help others with the same predicament.” (A.I. former LH purser)
2. Another sick aviator who wished to remain anonymous
“Bio monitoring measurements have shown the presence of substances at a six to fifteen times higher rate, in excess of daily exposure and higher than the corresponding official values (MAK maximum workplace concentration) allow. However, these control measurements by MAK are not relevant for us on a public carrier (aircraft) since they were devised for workers in a high hazard workplace environment, who wear protective gear including full face breathing protection, which we do not. Limits or standards for indoor air for these substances do not exist because they (substances) are far too toxic to be allowed indoor; never mind in a hermetically sealed tin (aircraft) If [name of institute and airline withheld] conduct measurements and analyse exclusively on the basis of indoor air issues according to and for public transport, it is no surprise if they find no significant abnormalities, because they would not be looking for them. [Author: Remember what I said earlier in the book? One has to point a finger for e.g. laboratories to search for the right substance.]
“Already an estimated 50 percent of colleagues have trouble with significant peripheral neurological complaints, such as tingling in the fingers, feet, etc., but remain without receiving explanations relating to a possible toxin exposure at work...” (Name known to author.)
3. Case history of aerotoxic sickness experienced by a flight attendant
Since the beginning of my work as an airhostess I have had episodes of a kind of migraine every four to eight weeks. Then I started the day with headaches, which became stronger during the day. In the afternoon hours or evening I started vomiting – often more than 10 times. Usually I had this for one day. During 2013 and 2014 these episodes lasted several days. But after my last flight in 2014 I did not vomit again. Two to three times a year I had a bad cold.
In the summer of 2013 my husband and I spent a short vacation of four or five days at the Baltic Sea. One evening I visited the sauna. I swam a short round in the natural pool they had. I was about to get out but suddenly my body had a mind of its own and threw itself to the left and wenn under the surface without me being able to control it. I didn’t understand at all what was happening in this moment. I fought with my body to get out of there, which was actually an area where I could even stand. But my body did not listen to me and continued to go back to the left and under the surface although stairs were in front of me, I could not get to them. I could not shout or do anything like it. I was lucky – there was a couple sitting not far from where I was. The lady realised that something was wrong with me and sent her husband who pulled me out of the pool, otherwise I would have drowned. As suddenly as my body function had gone to not normal it changed back to normal. So far I had no idea what this was all about.
One day after that summer in 2013 my alarm clock rang. I looked at it – it was spinning around and around and around at a very high speed. About half an hour later the haunting was over.
“I used to go jogging from time to time – not too fast or too long. One day I could not stop anymore but became faster and faster instead. So I decided to will myself to fall down at a certain point as the only way of a ‘controlled’ stop.
“In October 2013 I got strong convulsions in my legs and arms. I stopped working for three months. Suddenly I had extra systoles in the heart and a short but strong headache after drinking simple water. At the end of January I felt better.
“I had an MRI of the head done in October 2013. ‘Hydrocephalus’ was diagnosed. I wondered about that because I knew this from children being born with it. In January I asked the company’s aviation medical examiner if the doctor who diagnosed me was wrong. And the examiner said yes that this diagnose could not be the right one. Later the convulsions disappeared.
“At the end of February I had a very severe cold. I had a retraining on big aircraft in Frankfurt. I only had about six or seven flight days until the 10th April.
Then I had a four or five day’s rotation – my last one on an aircraft. On 14th April we landed in Tel Aviv. I wanted to switch door 1L [first left door front] of an A321 into ‘park’ position. But suddenly the convulsions were back. I looked at the door and couldn’t find the slide handle nor the door handle because everything was white, a big white area in front of my eyes. I turned around in order to go into the cockpit. I looked up to punch in the code but I could not remember it in this moment – after 11 years of flying in the position that placed me at this door, 1L. I also could not remember the telephone number to call the cockpit. I turned back to the door and scanned the door with my hands and hoped to find the handles this way. But I was not successful. The pilots were watching me via cameras. This was the moment for our captain to come out of the cockpit. She sent me into the cockpit. I was not aware of any passengers waiting in the galley. After about half an hour I was quite normal again.
Next day I went home. During the following weeks and months symptoms worsened. In July I could hardly walk, my short-term memory had nearly gone, my thinking had been slowed down very much and I could hardly speak. In my mind I could only find pictures of my childhood, songs of my childhood and so on. Sitting on the couch I let myself fall on the left side without being aware of it. The muscles in my face went slack. Mentally and physically I was handicapped. Within myself I could think but only there. I often fell and lost consciousness for a few seconds. I found out that I didn’t tolerate coffee anymore. From a friend I got strong enzymes that had been fermented over three and a half years. Three weeks after starting to take them I ‘came back’. Today I can walk nearly normal again, I speak normal and the extra systoles in the heart are much less. But often I feel weak, very tired and have strange headaches. Also my legs become tired from time to time. I had three more MRI investigations. The doctors looked for a tumour but could not find any. They spoke about surgery but finally the surgeon said that it is not necessary when I feel like I do now. It would be too risky. I asked him what he wanted to take out of the head if there is no tumour to be found. He did not answer. One doctor who already took part in the autopsies of pilots and flight attendants said that there is damaged brain tissue in my head. The organophosphates in the air of aircraft may trigger an autoimmune disease leading to damaged brain tissue.
My medicine mainly is: linseed oil, coconut oil, MSM, vitamin C, OPC, seeds of stinging nettle and volcano powder. I guess it will take more time to get rid of the remaining symptoms like muscle weakness, headaches, kind of rushing in the ears like being at the ocean, the dizziness and all the other symptoms showing up from time to time.“I spoke with my boss and talked to the airline doctors. The boss said that so many colleagues don’t have the problems I have. I told him that so many colleagues don’t have the problems I have but other major health problems. One airline doctor even yelled at me, how I could spend money on blood investigations by Professor Abou Donia? Though he did not speak of ‘Professor’ but disrespectfully as of a postgraduate whom he would have thrown out because this postgraduate according to him had not done any scientific work...” (Name withheld)
4. Another flight attendant's ill-health following fume events
“I am 44 years old and have been employed since 2000 at a large German airline as cabin staff. In summer of 2013, I experienced within two months, two so-called ‘fume events’, the second with no real smell. In June 2013, a colleague mentioned on a flight from Frankfurt to Berlin an acrid smell at the door of an A321. The captain asked me to check it. I also noticed the smell immediately. Within a few minutes I felt dizzy, got a headache, felt nauseous, with severe abdominal pain, a strong metallic taste and tingling in my hands and certain disorientation. I was barely able to equip our new pots and anyone who has already done this, knows that it is not an intellectual achievement. The colleague at door No. 2 had not been in the rear section of the plane, and she was still good, so she took over my duties. After landing, two colleagues and I were taken to the hospital. I had an exceptionally high blood pressure. In the hospital we were observed for 24 hours and then released. In the urine they nothing was found [surprise!]. Even the medical service of my employer found no exceptional values. In the following weeks how I felt went in waves but uphill. After 5 weeks, I reported back for duty. However, a slight dizziness and nausea accompanied my daily life.
In August 2013 I was re-contaminated on a flight. On board I noticed in myself and other colleagues increasing fatigue, headaches and lack of concentration, but no abnormal smell was noticeable. On the way home, which I can hardly remember, I arrived home and fell into a state of delirium, I literally collapsed. In the following days I still could not concentrate more than only a few minutes at a time. After two days, my partner said, I had to do something because ‘with your eyes closed, you look as if you had just died’. The next three days I spent in a professional hospital. Again, no exceptional values were found, only the oxygen saturation of the blood was slightly below average. I suffered from severe dizziness, visual and audio effects, numb fingers, absolute lack of libido, insomnia, neck pain, headaches and nausea. A state which did not improve for a long time. Three days later an environmental doctor who knew immediately what was wrong took care of me, but too much time had now elapsed to find plane typical poisons, however, there was a high concentration of insecticides found with which aircraft are regularly treated.
Until this summer, I was a sports enthusiast, after these incidents I could hardly get up the stairs. Many detoxifications later and a total avoidance and contact with chemicals such as fragrances, etc., it has taken about 1.5 years in waves to slowly come uphill, and a significant improvement in my condition has taken place. But to date nothing has really changed in the visual effects; I still have a tunnel vision as after excessive alcohol consumption, the tinnitus has remained the right more than left. Some days I have strong muscle twitches in different body areas, almost all joints ache sometimes. The vertigo is weaker, butstill noticeable. My memory performance has improved significantly, but is still below average.
Before I got sick, I had taken heed of the issue of contaminated cabin air only in passing, and had imagined it to happen about as frequently or rarely as a plane crash. Looking back, I certainly had suffered in previous years already from significant toxicity. Permanent respiratory problems, frequent headaches during or after the flights, nausea on board, insomnia at home and during the layover etc. In 2012 I was hospitalised due to severe vertigo, which was then dubbed after diagnosis of exclusion, as neuritis vestibularis, today I rather suspect that it was also a result of contaminated cabin air.” (Anonymous, name known)
5. And another flight-attendant’s story:
We were flying from Frankfurt to San Francisco. During take-off we noticed a weird smell. We did not know what it was but it was so bad I was only able to breathe through my blouse, holding the collar up to my nose. My throat and my nose were burning. Not even the cockpit knew what it was and they called the engineers on the ground. The engineers told us that they cleaned one of the engines and that everything should be all right again if this engine would not provide the cabin with air any more. The cockpit did as they were told. They shut the engine off from providing the cabin with air.
“Me and my colleagues were not sure if we just got accustomed to the smell or if it vanished. I was able to breathe normal again and my throat and nose stopped burning.
“After that we were able to work as usual. Until the descent started. At that time we noticed that weird smell again. The engine we thought was responsible for it was still shut off from providing air. So we did not have an answer for our problem.
I was lucky – at least I thought I was – I did not feel bad in any way.
We were flying back to Frankfurt 48 hours later. The flight was normal. We were all able to work and provide the passengers with a good service. I travelled home by train. On the way I started to feel bad and it got worse. I was able to reach home before I collapsed. I felt sick and dizzy. I felt like that for about four days. After these four days it was better and I was able to work again. I worked for about six months but realised too late that my health was getting worse. I needed more and more sleep, my energy level was very low, I had the feeling of being constantly ill and that my throat was sore all the time. In April I was not able to wake up anymore. I slept about 13-14 hours without feeling recovered at all. I felt aggressive. I got horrible headaches, felt dizzy and had no energy, was tired all the time, could not think any more, could not concentrate, I was just not able to live my daily life.
“I consulted with one doctor after the other to find out what was wrong with me. But no one could help me. My family doctor tried to get help from my employer’s medical service but they just told him that they could not help at all. They didn’t find any bacterial or viral infection to explain my sore throat nor did I have any allergies. I needed strong painkillers because the normal ones didn’t help my headaches anymore. No one could explain why I was sleeping so much without feeling recovered. I also consulted a psychologist. I spent all my money for tests and doctors to get an explanation and a cure, but to no avail.
“More than a year later I finally found physicians who were able to tell me what the problem was. One told me that all my symptoms were a result from smelly fumes I inhaled on the plane. And he found toxins in my blood which caused all the symptoms and still do, and there is no antidote. I found out that there was a treatment that filters blood to cleanse it from toxins. I was able to go for two treatments. After these two treatments some symptoms got a little better and my energy level also improved. But the symptoms are still there. I still can’t concentrate for long, I have a tremor and a nervous twitch in some muscles, bad headaches – often nothing helps against these headaches and sometimes they last for days – my legs hurt and feel heavy, I get tired very fast and my energy does not last long, I still need too much sleep (about 10 hours), my memory got very bad, I forget things fast and sometimes I can’t even remember what I was saying two minutes ago, sometimes I want to say something but I can’t find the words, my hands and feet are always cold, I can’t feel cold in my fingers it just hurts, most of the time I feel like I have the flu but there is no virus or bacteria. I have been fighting for three years to get my health and my life back. My company says nothing happened. They ignore me and my symptoms.” (Staying anonymous because of fear of retribution.)
Frequent flyers can be as badly affected as crew since they fly a lot, mothers-to-be and children are very much in danger of being poisoned, and the unborn and children with their still developing bodies, brains and nervous systems can be severely damaged! (read more here)
Preponderance of evidence is the greater weight of the evidence required to decide in favor of one side or the other. This preponderance is based on the more convincing evidence and its probable truth or accuracy, and not on the amount of evidence. (source)
There are hundreds if not thousands of such case-studies and medical stories collected over the past decades, and more piling up daily: affected pilots, flight attendants and passengers!
How many more do they need?
If you wish to share your story and add even more weight to our evidence, please email me! Confidentiality is guaranteed!!
Testimonies are excerpts from :
The Air I Breathe – it’s Classified by Bearnairdine Beaumont
available at Amazon worldwide >view links in side-bar>
2015 © Copyright - All Rights : Bearnairdine Beaumont
For anyone who is boarding an aircraft either for business or pleasure, there is important information regarding your health and safety you need to know.
As former senior air crew we have after years of researching found the reason for our ‘mysterious’ ill health and now know why we were medically grounded and forced to resign. We have been severely affected by ‘Aerotoxic Syndrome’ caused by inhalation of contaminated cabin air after exposure to multiple ‘fume events’ and oil-smell/odour incidences onboard our workplace, the aircraft.
Our aim and the ongoing campaign’s immediate goal is to raise public awareness, as well as provide information and help for air passengers and flight crew concerning the contaminated cabin air issue, which has been known but denied by the airline industry for over 60 years. This contamination is caused by ‘bleed air’ and other fumes entering the aircraft cabin breathing air supply, directly from the aircraft engines and is laced with dangerous neurotoxic compounds. Our mission is to see the condition ‘Aerotoxic Syndrome’ which is caused by inhalation and dermal poisoning, recognised globaly as an occupational and also environmental disease, respectively central nervous system and brain injury. This has just been supported by yet another peer-reviewed academic document Aerotoxic Syndrome: A new occupational disease? written by Dr. Susan Michaelis, Dr. Jonathan Burdon and Dr. C. Vyvyan Howard and published by the World Health Organisation (WHO) gathering worldwide online reaches of close to three billion within days of its release. Referring to that, many renowned newspapers and online portals worldwide have been reporting about ‘fume events’ affecting passengers and crew members on a daily basis.
How can you protect yourself and your loved ones? Within the pages of our website Aerotoxic Team you will find daily updates, important health information and travel tips for all air passengers and crew members, with a special section for those traveling with babies, children and whilst pregnant.
Along with that information, you will find online forms to report ‘fume and odour events’ and other helpful documentation for consultants and general practitioners who often do not know what the problem is and are at a loss how to help their patients. These forms will give them some information about the fumes you may have been exposed to in-flight and what to do. You will also find information and mask suggestions to help protect yourself here.
Verified clinical testing is available including a new hair analysis for the detection of highly toxic compounds, such as a combination of specific organophosphates which are contained only in jet engine oils: read info here. You should report incidences to the aviation authorities who have online reporting forms, example: EU Aviation Safety Reporting or USA go to ASRA and the FAA. It only takes a few minutes.
It is well known that ‘fume and smell events’ (visible or invisible) are not always being reported and when they are, they are being downplayed by the airlines involved. Passengers, especially frequent flyers, can be seriously affected, just as the pilots and cabin crew who are in danger of serious occupational ill health due to long-term regular exposure to even low levels of toxic fumes. A new ground-breaking study published by highly skilled ASHRAE scientists talks about the extent of the always present levels of dangerous and toxic 'nano'-sized particles contamination, which can also be harmful to health at so called 'low levels' - read here.
Inhaling contaminated breathing air in a confined space, which occurs in most aircraft (except B787) on the ground, during taxi, at take-off, often also at altitude and again during and after landing containing known nerve toxins that are devastating to the brain and central nervous system, is a serious health hazard and can cause irrevocable injury and ill-health.
Everybody is at risk on board an aircraft. If crew members are lucky enough to receive any medical assistance after being poisoned in a ‘fume/odour/smell event’, passengers are still being ignored most of the time, except if they file an official, formal complaint. The medical boards and emergency services are struggling to deal with the issue and we are working hard to educate and support those affected. There is an urgent need for a clearly defined internationally recognised medical protocol as stated in the WHO report.
Call to Action!
Four peaceful protest demonstrations have already taken place in Munich, Berlin and Frankfurt this year supported by "change.org". Our petition is counting already more than 87,600 signatures and is going strong. It was organised by aerotoxic victims, supported by unions and all aerotoxic organisations and associations, and is now going international. You would help us simply by signing, sharing and supporting our growing petition here: PETITION for fume event victims and the one and only fume event clinic.
On September 19/20 2017 the biggest ever Aircraft Cabin Air Quality Conference took place, with dozens of high profile experts speaking on the subject - conference presentations will be made available shortly.
The effects of toxic air and ‘Aerotoxic Syndrome’ will continue to affect billions of air passengers and crew members worldwide, if the industry does not bring about the necessary changes needed for safe and toxic free flights.
You pay for your airfare! You have the right to breathe ‘non-toxic air’ . We urge you to use your passenger power!
The airlines refuse to take responsibility for this issue, preferring to put profit before your health and safety. Denial of contaminated aircraft cabin air does not act as an immunity against it. One airline recently announced that they are intending to fit special filters in their entire fleet, possibly starting 2018 sometime. Former Norwich pilot John Hoyte says easyJet’s plans to install air filters is industry’s first acknowledgement of ‘aerotoxic syndrome'. ( read here)
The industry continues to deny, tries to ignore and definitley downplays the issue. It is down to the public and crew-members to put the necessary pressure on their political representatives and airlines. Write or email them and express your concerns.
In the United States Senator Richard Blumenthal introduced a bill to protect flight crews and passengers, in Germany Markus Tressel MP and his party are calling for an investigation. UK MP Henry Smith is calling for a Commons debate once again on aircraft cabin air poisoning. Worldwide pilots' and flight-attendants' associations and unions are taking a stance and are demanding that action be taken.
Inform and share this vital information with your families, friends and work colleagues.
EVERY FLIGHT IS A RISK! EVERY BREATH IS A DOSE! Nobody knows if and how badly they will or won’t be affected!
Find all the relevant information you need on this very important issue and our contact details on our below listed websites and social media pages. You can watch award winning documentary ‘Unfiltered Breathed In - The Truth about Aerotoxic Syndrome’ by film producer/ director Tim van Beveren and the films 'Dark Reflection' and 'Angel without Wings' by film producer/director Capt Tristan Loraine if you go to this page, where you will also find books by Capt John Hoyte, Bearnairdine Beaumont (ex Purser) and Porter Lafayette (F/A) on the subject .
The book 'The Air I Breathe-it's classified' is a must for anyone who wants to know about the reasons of serious ill health and Aerotoxic Syndrome and includes a whole section of health tips and adivce from one who had to work her way through it to regain some of her health. Bearnairdine’s book can be purchased here.
Questions? please contact us here
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Global Aerotoxic Team
Global Aerotoxic Team
Toxic Free Airlines
Donations, which are gratefully accepted would help us keep up the work, fund our online portals, fund further research and help victims who often land in financial difficulties due to losing their beloved jobs and having to pay for their medical help themselves - too often the various national health organisations refuse payments for therapies and medical assistance.
DONATIONS - thank you.
article ©Aerotoxicteam 21. Aug. 2017/ - updated 06.Oct.2017
I always speak my mind. I know what acting together can do. I can’t sit down and let the aviation industry bully friends and colleagues in to submission and fear. They are allowing crews to become ill by denying that the toxic fumes in the cabin air is causing ill-health and they are ruining people’s lives by doing so.
Lots of crews are nervous they would be sacked, but if you are all together they can’t get rid of you that easily!
This isn’t about money, this is about dignity, respect and your health – nobody can put a price on that.
Supervisors and managements use intimidation tactics frightning crew in to feeling that they are unable to take action. Also crew feel that for various reasons they don’t have the information or don’t know how to find the help they need to do so.
Many feel they are unable to take action, which can be partly due to feeling unrepresented by many major unions. Tell them! Or leave that union and support those who are actually doing something for you.
The fact that many crew members are organising themselves when odds seem to be stacked against them is brave and important. By taking collective action to improve your workplace conditions, crews are showing that when the many work together, they can take on the powerful few who are holding them back. The time is now.
We long-timers no longer fight for ourselves alone but also for the younger aviation generation who still have a full life to lead and should be enjoying flying, not have to worry about their health while doing their dream job!
We have done lots of work for you - use it! Become an informed person, and be a voice!
The belief that you can win is more important than ever!
(© Bearnairdine Beaumont)
Breaking News! August 2, 2017:
COURT CONCLUDES: toxic air on aircraft = and RULES work accident
A stewardess has been having considerable health problems which occurred after a flight, due to toxic chemicals floating around the aircraft. Together with Oliver Birk of the Stuttgart office of the DGB Rechtsschutz GmbH, she fought her case at the labour/industrial court Freiburg/Germany to determine the existence of an accident.
After reviewing and evaluating all the individual aspects, the Freiburg Labour Court concluded that an accident indeed had occurred. The applicant has thus become a victim of a workplace injury.
Besides this flight attendant, other colleagues’ symptoms were also symptomatic, which were in part less severe than the applicants’. Traces of tributyl phosphate were found inside the aircraft which was collected in a wipe sample the following day.
The Legal Framework
According to the provisions of the Labour Code VII, an accident occurs when an insured event affects an insured person from outside, causing an injury or death to the insured person. In the event of a dispute, the insured persons must prove among other things, that an accident has occurred. This evidence has been successful when the Court considers that with high certainty an accident occurred.
The view of the Berufsgenossenschaft (BG)
The employers’ liability insurance company refused to recognize an accident at work. In its view, the applicant had not been able to prove that an accident occurred.
The decision of the Labour Court
In its judgment, the Labour Court (Sozialgericht) assumes that the applicant was with high certainly a victim of a work injury. The following factors were decisive:
Since the fifties of the last century, there has been a large number of cases in which health problems have been reported by aircraft personnel or passengers, without warning odors or visible air pollution.
The plaintiff developed precisely those symptoms which were typical of cases in the past.
Apart from the plaintiff the same complaints and symptoms were experienced immediately after the flight by other colleagues . At the same time, most physicians at least confirmed similar findings as the plaintiff’s.
The results of the ‚wipe sample’ suggest that air contamination must have been present.
Frequent complaints in the past
Medical experts call the result of contaminated cabin air an “aerotoxic syndrome.” The professional association itself reports several hundred cases of corresponding health impairments in the years 2013 to 2016.
An obvious technical reason for these complaints is that the compressed air is impacted by the engines and condensed air flows from the engine area into the aircraft interior. Cases of aerotoxic syndrome occur both nationally and internationally and lead to uniform impairments among the people who inhale the polluted air.
As in the cases of the past, the plaintiff also had a direct time link with the flight, including among other things, aching pain in the forehead, slowed reaction and facial motor disfunction, nasal and sinus congestion , speech disorders and memory and balance disorders. All these complaints have also affected the victims of past cases.
Impact on the colleagues
In all four cabin crew, doctors have confirmed typical signs of aerotoxic syndrome. It does not matter that the complaints varied in intensity. The variation in intensity can be explained by the fact that the persons were in different areas of the aircraft. The applicant and one colleague who were mainly at the rear of the aircraft both showed the strongest and most long lasting problems. Colleagues in the middle and the front of the aircraft on the other hand, experienced less drastic consequences. This is because the ventilation system is divided into several zones where fresh air supply and temperature differ. On one hand, the intensity of the complaints depends on the position within the aircraft. On the other hand, the same position has the same intensity of complaint. This indicates that the outflow of contaminated air is an accidental event.
As a matter of fact it would have been necessary to examine the interior of the aircraft immediately after landing for residues of toxic chemicals. No one did this at first. But on the following day traces of tributyl phosphate were still found. This substance is a component of hydraulic oil in jet engines. There is thus an objective indication that the cabin air was polluted via the bleed-air of the engines.
After reviewing and evaluating all individual points of view, the Freiburg Court concluded that an accident had occurred. The applicant has thus become a victim of a work injury.
The judgment of the „Sozialgericht Freiburg“ is not yet final. If the employers’ association appeals to the National Labour Court, we will continue to report. © (German original source DGB Rechtsschutz)
Translation from original text by Bearnairdine Beaumont- all rights reserved DGB/Michael Wanner
The human spirit is never finished when it is defeated... it is finished when it surrenders.
No, we are not crazy ‚ we are very much for and care about, aviation; we loved our jobs and miss it; we did not want to have to stop flying due to ill health, but we want to help keep it safe.
We help spread awareness with the knowledge based upon decades of research by renowned scientists, by what we know through existing new science and piles of case histories, testimonies and simply: evidence.
We bring awareness to crews and passengers about contaminated air on aircraft which is making so many very sick. Too many, too young pilots and cabin crew lose their jobs, lose their health or even die ... just like that. They call it ‚natural causes’, but is it?
Dee Passon’s „Crew Health Survey“ speaks a different language. At a UK based big airline alone there are two deaths per month of mostly young crew members. Natural causes? The science and research done by many renowned experts speaks a different language.and the many hundreds, if not thousands of testimonies speak a different, very clear language, that in many cases other ‚causes’ could be the underlying (non-natural) factor.
What do you know about the toxic fumes that you are exposed to? How do you know that you won’t be affected? How do YOU feel when half of your crew is brought to a hospital after a flight for which you carried the responsibility as the pilot in command? Or for your cabin team as the cabin chief, purser, inflight service manager?
Do you belong to those who feel it is not necessary to file a report to the aviation authorities and airline after toxic fumes, visible or invisible, have infiltrated your workplace and intoxicated some or all of your crew and passengers, even the pilot sitting beside you? You after all aren’t affected? Or are you affected, but in denial and are you still ignoring the facts? Or, did your company management tell you not to file a report and also not to inform the passengers?
Are you possibly willfully blind?
„Willfull blindness is a legal concept which means: if you have the information that you could know and should know, but somehow manage not to know, the law deems you are willfully blind and have chosen not to know.
.... 85% of employees of companies worldwide stay silent although they know.“ (source : Margaret Heffernan)."
Don’t be one of the 85% - use your freedom of speech, don’t let anyone tell you otherwise. Because we know that you talk about this issue during crew layovers, at home with your partners and with friends. You talk and secretly you wonder.
If you feel you have not enough information: it’s there. Just visit our dedicated websites and Facebook pages – we have done it all for you. You just need to read the science and technology, view our award winnning documentary films, movies and many video clips , or read our books (view in side bar) and live with us through it all and learn about the negative, life changing impact exposure to contaminated cabin air can have .
It could be you! Go to Thoughts from Dr Susan Michaelis, former airline pilot
There are no constraints on the human mind, no walls around the human spirit,
no barriers to our progress except those we ourselves erect.
© Bearnairdine Beaumont July 2017
special thanks goes to an invisible friend, Mark B., for sharing ‘Willfully Blind.” by Margaret Heffernan
The Complicity in the Cause of Injuries and Illnesses among Crew and Passengers.
Although the evidence of toxic fumes entering the cockpit and passenger cabin, contaminating the breathing air and exposing occupants to ill health or incapacitation, has been commented on, warned about and published since the 1930’s by well known, reputable scientists and is piling up daily, the blatant lies and denials by the industry continue.
Lying is hard work! Like a broken record they repeat their petty and really feeble arguments which are supporting their lies always based on:
“Studies have indicated that cabin air is as good or better than the air found in offices and homes.” or “...findings are so low that it is not possible for them to cause health issues.”
They try to appease victims and well educated campaigners by making small gestures like producing their own ‘findings’, using industry supported and financed research institutions and ‘scientists’, old papers and paid ‘experts’, no backup evidence and the ever same, in the mean time very stale statements.
Chronic exposure to such heated, burned oil and kerosene fumes to which crews and frequent flyers are subjected, resulting in ill health, are scoffed at and, for the industry, do not exist and definitely do not cause any harmful toxic build up in the body, nor long term health damage or injury to the central nervous system. They even try to pull a veil over everybody’s eyes, by calling the noxious fumes ‘odours’ – but omit to say that it is not the odour or ‘smell’, but the chemicals contained therein that cause neurotoxic symptoms like brain fog, dizziness, nausea, collapse, inability to converse and think logically – to mention just a few. The ‘odour’ is the result of a chemical reaction which can even increase the toxicity and can lead, due to above mentioned symptoms, to possible incapacitation and unconsciousness. What when that happens to the pilots in flight?
Remember, you are locked inside a pressurized tube at high altitude with no means of escape to avoid the toxic “odours”, nor can you just open a window! The statements ‘ ...clean air as in a regular office or homes...’ can not be held upright. For one: since when do offices and homes have high powered turbine engines supplying the space at 36.000 feet with breathing air?
Dishonesty, perjury, deceit, fabrication, misrepresentation, duplicity, double-dealing, prevarication, and guile … any one of the above words will do. A compulsive liar is someone who lies with ease and finds nothing wrong with it. They even continue to lie when presented with the truth in cold, hard facts. Getting compulsive liars to admit they lied can be nearly impossible.
They lie because they want something they wouldn't be able to get otherwise. Or to keep something they would otherwise loose. There is power in lies and money – as the saying goes: “Everyone has a price”.
Lies are coming from otherwise highly educated, sophisticated leaders in our industry, including doctors who have taken oath to help, not harm. Yet they are somehow influenced and in the end do cause harm. One could think they are willfully ignorant: ‘what they don’t know can’t hurt’. But it does not become them ...
Sometimes, they use a technique where they convince others that their realities are incorrect and only the liars know what really is (their) “truth”. They disguise failure to avoid getting in to trouble to the point of criminal actions and on top of that try and make the victims responsible for what they have done.
A beguiling combination of manipulated beliefs and outright lies. The deceit deployed to keep and advance their business objectives remains obscured and is reinforced by pro industry media.
The real issue in this long-running deception lies in identifying why lawmakers continue to befriend and defend an industry that has for so long—and so consistently—deceived and betrayed and has put their employees and customers in danger and continues to do so. Is it that money talks? Does money and protection from the loss of money, buy deceit?
Based on the well-documented history of this duplicity, and mountains of published, academically researched and peer reviewed papers giving evidence, every single CEO and Manager who has this knowledge and hasn’t got the guts to do something about it is complicit in the cause of injuries and illnesses among crew and passengers. They should be shamed and punished for cowardice.
The ongoing denial of existing evidence while presenting their opposing ‘scientific’ findings which result in contradictions are just further lies - because they cannot untell what has been said for six decades.
In most civil cases, a party has to prove its claim or position by a preponderance of evidence , defined as a superiority in weight, force, importance, etc. In legal terms, a preponderance of evidence means that a party has shown that its version of facts, causes, damages or fault, is more likely than not the correct version. We entered an aircraft in excellent health and disembarked from it sick!
How is it that when the scale tips in favor of the victim (plaintiff), that judges often find for the company (defense)? Do they misunderstand the expert witnesses? Is the medical report somehow thought insufficient?
For some very odd reason, although the evidence for those pilots, cabin crew and passengers who have filed suits because they have lost their good health and lost their license to fly leaving their lives in shambles … the industry still manages to succeed by putting forward their denial and lies and do their utmost to make these victims look as if they were the liars, or make them out to be hypochondriacs or psychiatric cases? Even threaten them? Or, as soon as they are standing back against the wall, quickly move for an out of court settlement.
The law professionals and the lawmakers who often and obviously support such activities should be charged with professional misconduct and fraud for robbing deserving employee claimants of their rights of access to health and financial assistance under the workers compensation and legal liability laws.
Most managers, airline attorneys, and those who support them, lie and walk away without looking back. They certainly don’t worry about it. Even some pilots will take the company’s side by denying help for their crews and passengers. Some will continue to fly aircraft they know are not airworthy.
Of course, since the house of cards is held together by a shoddy scaffolding of lies and denials, just keep on shaking it ... it will tumble!
©Bearnairdine Beaumont - May 2017
After becoming unfit to fly and being medically 'retired' Bearnairdine became involved in scientific research for the campaign 'improve the quality of aircraft cabin air' and the helping of victims to understand their ill-health; coming from a medical background she is also a health consultant & educator with over 25 years professional and personal experience ; she is a published author of three books in two languages and the founder of the " AEROTOXIC TEAM" and 'Global Aerotoxicteam', educational website and socialmedia pages. She not only became unfit to fly, but also unable to work in her former profession due to her severe central nervous system injury; she receives a small disabilty allowance and is still fighting to receive her workplace related ill-health pension. She lives in a beautiful, but secluded area of the Swiss alps and continues to support the aerotoxic campaign via computer and telephone. She is available for media inquiries.
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Research Gate: Aerotoxic Syndrome and Low Level Exposure to Nano Particles. 2013.
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