Aerotoxic radio programme.

I came across this website today, which surprisingly I had not seen before. Masses of information on the topic, nearly as much as in this thread!
toxiccabinair.com

Welcome to Toxic Cabin Air

Cabin crew, including pilots, have related their individual experiences and health problems from exposure, as well as instances where a pilot almost lost consciousness while piloting a commercial aircraft, all thought to be related to toxic cabin air. toxic cabin air from burnt oil gets in to...
toxiccabinair.com
 
2cv said:
I came across this website today, which surprisingly I had not seen before. Masses of information on the topic, nearly as much as in this thread!
toxiccabinair.com

Welcome to Toxic Cabin Air

Cabin crew, including pilots, have related their individual experiences and health problems from exposure, as well as instances where a pilot almost lost consciousness while piloting a commercial aircraft, all thought to be related to toxic cabin air. toxic cabin air from burnt oil gets in to...
toxiccabinair.com
Click to expand...
I tried to find out who owns and manages the website, yet although they refer to "Us" I was unable to find out who "Us" are.

Possibly my failing ?
 
Thanks for your kind update Bill.

The FB page was written by a sadly affected flight attendant named Anna Denney-Sandefer, and the unattributed website you provided the link to is updated by her husband, Larry.
 
A quoted post from pprune today;

These two new published scientific papers relating to the contaminated air on aircraft issue are very significant. One discusses the mechanism which may explain why people get health effcts from exposure and one is based on research done by an engine oil manufacturer about the toxicicity of the engine oil anti wear additives used today and which will be used in the future. For those of you who follow the issue, it has long been argued by some that the engine anti wear additive blend used in engine oils - tricresyl phosphate - has very low levels of the ortho isomers of TCP known as TOCP, MOCP and DOCP so all is OK as the other isomers are ok. The other isomers (meta and para isomer blends) are constantly detected in the aircraft cabin so the hope was this argument that they were safe was correct but this new paper shows that the other isomers are anything but OK.

1. The role of nanoparticles in bleed air in the etiology of Aerotoxic Syndrome: A review of cabin air-quality studies of 2003–2023
https://www.tandfonline.com/doi/full...4.2024.2327348

2. Organophosphate toxicity patterns: A new approach for assessing organophosphate neurotoxicity
https://www.sciencedirect.com/scienc...0438942400815X
 
Thank you for that excellent link. 👍

Listening to the whole presentation there might at last be an increasing public acceptance that the aviation industry has a problem that harms people (except from the manufacturers who design and build the aircraft ).

It'll still need formal legislation to ensure those manufacturers take action, hopefully within the five years being described.
 
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Good old Trudie. She is like a tiger and won't give up.
 
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2cv said:
It’s bad that you were subjected to that but at least you appear to have survived intact.
In the Aerotoxic Syndrome case it’s the additives in the specialist oil that cause the medical problems.
I have been tested and these additives were found as expected. By a regime of detoxification I have cleared them, but still suffer from the neurological damage caused, and have suffered the cardiac problems associated with them.
In DNA tests I was found to be poor at removing toxins.
I find it outrageous that despite the evidence people are being exposed unnecessarily to these toxins every day.
Consequence of just one of hundreds of “fume events”
Click to expand...
I think the DC8 obtained ram air from the under cockpit and that was heated by intercoolers not directly from the bleed air like most other turbines
 
GWAYGWAY said:
I think the DC8 obtained ram air from the under cockpit and that was heated by intercoolers not directly from the bleed air like most other turbines
Click to expand...
Thats correct, each chin scoop has three holes. There is a large opening in the middle which takes in air for the air-to-air heat exchanger on that side. There are also two smaller holes that are the individual inlets for the turbocompressors. On the DC-8, there are a total of 4 turbocompressors. The Boeing 720 series had two turbocompressors and most 707 series aircraft had three.

It should be pointed out that the DC8/Boeing 707/720 generation of aircraft didn't bleed air directly from the engines for pressurization and air conditioning. Rather, a small amount of engine bleed air was used to spin turbo-compressors which drew in fresh air, compressed it and raised it's temperature. This air, cooled via heat exchangers and freon units, was directed to the cabin distribution system.

The Boeing 727, 737, and DC-9 generation of planes using JT8 series engines were the first to use bleed air from the engine itself, through air conditioning "packs" to directly pressurise the cabin and for temperature control.

In later years, when the JT3 engines, on DC8s, were replaced with CFM-56 powerplants, the turbocompressors and freon cooling units were removed and replaced with "packs" that allowed engine bleed air to be used for temperature control and cabin pressurization. The DC8 chin scoops were modified to close off the turbocompressor inlets.
 
This is something I have never heard of .

But then again there lots of common day problems that even at this time I would imagine have not yet found the light of day ..
 
This significant health issue, primarily affecting cabin crew is well recorded, documented and reported.

There are circumstances where both pilots have been affected to varying degrees.

The only ones not listening are the manufacturers who would prefer their problem to go away without any costs to themselves.
 
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In addition to the recognition as a diagnosis progress is being made in the production of less toxic lubricants:



New "Nonhazardous Antiwear Technology" for jet engine oils...

The French company NYCO that designs, creates and manufactures specialty lubricants and synthetic esters for Aeronautics, Defense, Industry and the Automotive businesses posted a very interesting development on their Linkedin page...

"We are proud to announce that we have been published in the renowned 𝐉𝐨𝐮𝐫𝐧𝐚𝐥 𝐨𝐟 𝐇𝐚𝐳𝐚𝐫𝐝𝐨𝐮𝐬 𝐌𝐚𝐭𝐞𝐫𝐢𝐚𝐥𝐬 📰
Read the complete article and discover our new Nonhazardous Antiwear Technology, a breakthrough for cleaner and safer #lubricants, showcases our commitment to safety and sustainability.
Learn more about our methodology and results in the full article 👉 https://lnkd.in/e_9-V_ix
#NYCO #neurotoxicity #safety #industry"
 
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