Many pilots have reportedly described how inhaling the fumes caused them to experience dizziness, disorientation, sudden impairment of cognitive functions, or even brief loss of consciousness mid-flight.

Every year vast quantities of bananas are consumed around the world. Many come from Central and South America, where a significant portion of the plantations is controlled by Chiquita — a major food corporation headquartered in Switzerland — and its subcontractors.

The Swiss investigative organization Public Eye* has documented serious labor issues on these plantations, including heavy exposure to pesticides, some of which are banned in the European Union.

The average person in Switzerland eats 7.3 kilograms of bananas each year. The EU consumes 6.5 million tonnes of bananas per year.

They are the country’s second most popular fruit and are frequently cheaper than a locally grown apple. Yet 9,000 kilometers away, these bananas are harvested by workers like José. In Public Eye’s report, who describes grueling work under the added health hazards from repeated aerial spraying of toxic chemicals, such as Mancozeb.

In many countries across Central and South America, banana production is dominated by Chiquita and its subcontractors. In 2019, the company’s CEO, Carlos López Flores, told Swissinfo: “We have long placed the health and well-being of our employees at the center of our efforts.” A familiar corporate promise…


DANGER from ABOVE

The scientific evidence on the fungicide Mancozeb tells a different story. It has been banned in the EU (and Switzerland) since 2021 because of its reproductive toxicity — it poses risks to fertility and studies have linked it to brain malformations in embryos.

Nevertheless, in Guatemala it is still sprayed from airplanes directly over the plantations, often while workers are harvesting bananas below. “The planes fly very low and the yellow powder falls straight down on us”, workers say .

The chemical mist penetrates their clothing, their food, and their skin. According to a researcher in a 2014 documentary, the fungicide poses serious acute risks even to the pilots who spray it at low altitudes.

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According to an NBC New York report*, the recent nightmare at LaGuardia began with United Flight 2384, a Boeing 737 MAX bound for Chicago. After two rejected takeoffs triggered by a mechanical warning, a “mysterious” unpleasant odor suddenly filled the cabin, sickening several flight attendants in the back of the aircraft and leaving them feeling increasingly ill and nauseous.

The tension spiked almost instantly in the air traffic control recordings. At 1:35, the crew’s voice cuts through with unmistakable urgency: “2384 is declaring an emergency. Flight attendants in the back are feeling ill because of the odor. We will need to go into any available gate at this time.”

What should have been a relatively straightforward return to the gate quickly turned chaotic. Gate space was scarce, and the situation was rapidly deteriorating. Just seconds later, at 1:55, a frustrated voice asked over the radio:

“Do you guys have any gate for United? Because now it’s declaring an emergency — they want to get out.”

From my own experience: when breathing gets hard, dizziness sets in, and you feel ill and nauseous — that’s the moment you want to run for fresh air.
And you want to do it FAST. Your body is screaming for relief.

CREW Testimonies Impact Stories

A few recent incidences:

Delta Air Lines flights (December 2025): A flight from Orlando to Los Angeles diverted to Tampa after cabin crew detected a strange odor. Just weeks earlier, another Delta flight landing in Texas requested emergency services due to an “unknown odor or fumes” in the cabin, sickening several people.

American Airlines flight to Phoenix (November 2025): The plane diverted to Houston after reports of fumes/odor in the cabin and flight deck. Four flight attendants and one passenger were hospitalized as a precaution.

Alaska Airlines (September 2024 & earlier): Four flight attendants reported feeling unwell from an “unidentifiable odor” shortly after takeoff from Hawaii; the flight diverted to Honolulu and the crew was taken to hospital. Similar incidents have occurred on other Alaska flights.

A Few Other Notable Cases

US Airways Boeing 767 (January 2010): Toxic fumes filled the cabin and cockpit during a round-trip flight. Seven crew members (pilots and flight attendants) suffered severe long-term effects, including chemically-induced brain injury. Several never flew again, and some later died from related health issues. This case is often cited in discussions of aerotoxic syndrome.

Transavia flight (2018): A passenger’s extreme body odor was so overpowering that others vomited or fainted. The flight made an emergency landing so the passenger could be removed.

Multiple “fume events” reported in ASRS/NASA data: Crews have described electrical smells, fuel-like odors, or smoke causing eye/throat irritation, dizziness, nausea, and pilots donning oxygen masks. Some led to immediate returns or groundings for maintenance.

Broader Context
Cabin odor or fume incidents are more common than many realize. A Wall Street Journal investigation and other reports highlight thousands of such events annually, with symptoms ranging from mild nausea to serious neurological issues. Airbus models (especially A320 family) have reportedly seen higher rates than Boeing 737s in some datasets. Causes can include oil leaks into the air conditioning system, though many remain “unknown” after investigation.

These parallel the United Flight 2384 case (strange odor sickening rear flight attendants after rejected takeoffs), where the crew declared an emergency seeking any available gate.

There was no need for this terrible accident - the way I see it, is: if there had been no odors sickening people on another airplane causing them to declare an emergency, if immediate action by believing them had been taken, there would have been no fire-fighter truck called …

I was told, that the initial words used, also in news outlet reporting was “fumes” not “odors”, but this was quickly changed. “Odors” sounds less threatening - but do not be fooled!

I’ll leave it at that.

R.I.P. 🕯️🧑🏻‍✈️🧑🏻‍✈️

#sayYEStocleancabinair

ALL INFO ABOUT ODOURS/FUMES HERE

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SOURCES:

First to pubish articles including the Time-Line :

©AmoMAMA By Roshanak Hannani
©4NewYork - NBC New YORK By Jennifer Millman

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World First: Aerotoxic Syndrome Recognized as an Occupational Disease Following Chronic Exposure

Toulon / Montpellier – February 12, 2026

The Toulon Judicial Court (France) – Social Division, in a judgment delivered on December 19, 2025, ordered the recognition and coverage under occupational risk legislation of a pathology attributable to chronic exposure to aircraft engine oil fumes.

The certificate of non-appeal issued on February 5, 2026 renders this decision final and binding.

This constitutes the first final judicial recognition worldwide of aerotoxic syndrome linked to chronic exposure, in the absence of an identified acute “fume event.”

A Historic Judicial Decision
The Court recognized the existence of a direct and essential link between the professional activity of an airline pilot and:

“Central and peripheral autoimmune neuropathy with demyelinating syndrome.”

Despite two successive unfavorable opinions issued by Regional Committees for the Recognition of Occupational Diseases (CRRMP), the Court held that:

• occupational exposure to organophosphate compounds derived from engine oils was established;

• metallic and chemical particles were found in the claimant’s body;

• the chronology of symptom onset was consistent with occupational exposure;

• no convincing alternative cause had been demonstrated;

• the absence of an international scientific consensus does not prevent recognition of a causal link in a properly substantiated individual case.

  The Primary Health Insurance Fund (CPAM) of the Var was ordered to recognize and cover the pathology under occupational disease legislation.

Association “Loi de 1901” n° W062009779 Siège social : Bureau 3 - 50 boulevard Stalingrad - 06300 Nice www.syndrome-aerotoxique.com contact@avsa.eu

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✈ A Turning Point for Aircrew Health
This ruling comes in a context where “aerotoxic syndrome” does not currently benefit from official nosological recognition by major international health agencies.

The Court nevertheless affirmed that general scientific uncertainty cannot prevent recognition of occupational harm when a body of precise, consistent, and circumstantial evidence establishes causation.

France thus becomes the first country to definitively recognize, through a final judicial decision, a chronic pathology linked to repeated exposure to cabin air contaminants.

Significant Legal and Regulatory Impact This decision:

• paves the way for further individual recognitions;

• establishes an important judicial precedent concerning emerging occupational risks;

• calls upon aviation and health regulatory authorities to reassess current frameworks;

• reignites the debate on cabin air quality and crew protection.

You can find the original French version, aswell as English and German in PDF format HERE

UNFILTERED THE WEBSITE

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Repeated exposure can lead to chronic illness.

Symptoms are often subtle at first and may not have an obvious cause, leading doctors to overlook chemical exposure as a factor. Affected individuals frequently hear their complaints dismissed as “not real” or purely psychological (see related discussion: “It’s in Your Head. Is it? But why?”).

These chemical exposures can trigger an acquired chronic disorder known as Aerotoxic Syndrome. Experts recognize that even low-level chemical exposure can produce symptoms ranging from mild to severely disabling. The toxins primarily affect the central nervous system and brain, but they can also impact the respiratory, gastrointestinal, musculoskeletal, visual, and auditory systems—resulting in acute vision issues or chronic hearing loss.Aerotoxic Syndrome shares features with Multiple Chemical Sensitivity (MCS) and Toxicant-Induced Loss of Tolerance (TILT), including overlapping symptoms and triggers. These conditions appear to affect women disproportionately.

Genetic Factors: Why Women May Be More Susceptible

A landmark 2004 study led by University of Toronto epidemiologist Gail McKeown-Eyssen (published in the International Journal of Epidemiology) explored genetic differences in women with multiple chemical intolerance compared to those without.The researchers studied 203 cases and 162 controls, using established criteria (including those from James R. Nethercott) to identify chronic symptoms linked to low-level chemical exposure that resolve upon removal from the source.

Key findings:

• Women with the active (high-functioning) form of the CYP2D6 gene (encoding the Cytochrome P450 2D6 enzyme, involved in detoxifying many chemicals, including some drugs and neurotoxins) were three times more likely to report chemical intolerance than those with the inactive form.

• CYP2D6 is highly expressed in the liver and brain regions like the substantia nigra.

• Individuals vary widely in CYP2D6 efficiency: “slow metabolizers” clear certain toxins more slowly, while “fast metabolizers” process them quickly—potentially generating more toxic by-products in some cases.

• Women with the rapid-acetylator form of NAT2 (another detox enzyme handling drugs, carcinogens, and aromatic amines like benzene) were four times more likely to report intolerances.

• The strongest association appeared in women with rapid-metabolizing forms of both CYP2D6 and NAT2: they were 18 times more likely to suffer multiple chemical intolerances than controls (though the authors urged caution and called for replication).

These genetic variations influence how the body handles neurotoxins, pharmaceuticals targeting the central nervous system, and even some endogenous neurotransmitters. Rapid metabolism might accelerate accumulation of harmful metabolites in susceptible individuals.Symptoms commonly reported by those with chemical intolerances—and echoed by affected aircrew and passengers—include headaches, short-term memory problems, confusion, fatigue, depression, irritability, breathing difficulties, and more. Acute “fume events” can trigger sudden, severe reactions in those with built-up toxic burden (a hallmark of TILT), even after years of seemingly minor, dismissed symptoms.

The Broader Implications

Long-term exposure to these neurotoxic, carcinogenic, fertility-disrupting, and DNA-damaging substances is linked to rising chronic health problems in aviation workers. Aerotoxic Syndrome represents a legitimate occupational injury that can lead to chemical sensitivity, immune disorders, and profound disability.It demands recognition by physicians, the aviation industry, regulators, and employers’ liability insurers. Ongoing research, legal cases (including in France, the UK , Scotland and the USA as recently as 2025), and advocacy continue to highlight the need for better air filtration, real-time monitoring, and formal acknowledgment of this condition to protect crew and passengers.

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Aerotoxic Global Network (UNFILTERED) · Originally published Sunday, 21 July 2019 (updated context 2026)

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References cited:

1. https://www.liebertpub.com/doi/full/10.1089/eco.2017.0003

2. https://www.ncbi.nlm.nih.gov/pmc/articles/PMC1253786/

3. https://www.ncbi.nlm.nih.gov/pmc/articles/PMC3697784/

4. https://pdfs.semanticscholar.org/2e61/49fa7faa77ff59b7570077c8c10b3c3b17da.pdf

5. https://oem.bmj.com/content/75/Suppl_2/A15.2

6. https://www.researchgate.net/scientific-contributions/38823072_James_R_Nethercott

7. https://www.sciencedirect.com/science/article/pii/B9780080468846001160

On the same trip some passengers felt nauseous but didn’t need medical attention.

After taking off from Punta Cana at 8:30 p.m., many passengers complained of a “bad odour” coming from the rear of the twin-engine Boeing 777-200.

Flight BA2204’s crew was reportedly feeling ill for the whole seven hours and thirty minutes of service leading up to their 7.54 a.m. landing in London.

“As a precaution,” medical personnel transported the sick and suffering from dizziness female crew member to a hospital close to Gatwick amid concerns that the flight attendant ‘could be’ suffering from toxic fumes ( Admin: some media like i.e. The SUN mention “carbon monoxide”, however it is never carbon monoxide alone, but a cocktail of chemicals, plus being expsoed to this type of umes over such a long period of time, is particularly health damaging check here for the full list of toxic fumes’ compounds).

Upon arrival, the jet was inspected and (admin →) if inspected properly, cleaned and repaired, it should still be on the ground.

British Airways (BA) and many other airlines have looked into improved air filter systems and as usual have stated that they would never fly an aircraft that may harm their passengers or employees.

The Aviation Herald has a very long list of verified British Airways flights having to either divert, or declare pan-pan or even mayday due to toxic fumes, smoke and “strange” odours in the cockpit and/or cabin. (Aviation Herald)

For example: A similarly crowded flight bound for the UK was abruptly diverted to Dubai an hour post-takeoff last year when crew and passengers suddenly became unwell at 30,000 feet.

Or: Twelve passengers and five British Airways employees were  practically choking aboard a B.A. Boeing due to poisonous gasses, which terrified other travelers.

In 2023, two British Airways pilots experienced a severe case of nausea and vomiting while exiting the plane upon landing in London.

Because of “smoke inhalation,” the hazardous response teams transported the captain and first officer to the hospital.

And the list of “accidents” and “incidents” goes on!

A flight attendant’s allegation of long-term sickness due to exposure to cabin pollutants on an A319 airplane has put Airbus, Boeing’s competitor, in the crosshairs of additional legal action, as revealed earlier last week.

Court Cases & Testimonies

The website UNFILTERED.vip argues that fumes in the cabin poses serious risks:

• Acute effects during severe events: Immediate symptoms like headaches, dizziness, breathing issues, nausea, or even crew incapacitation, potentially endangering flight safety.

• Chronic/long-term effects (aerotoxic syndrome): Repeated low-level exposure (especially for aircrew like pilots and flight attendants who fly frequently) linked to neurological damage, chronic fatigue, brain injury, reproductive issues, cancer risks, and other irreversible harm. The site cites cases where up to 20-30% of exposed individuals may suffer central nervous system damage, and references studies, medical protocols, and testimonies.

• Additional concerns include disinsection (insecticide spraying in cabins) and other altitude-related factors exacerbating toxicity.

It compiles extensive resources: scientific papers, EASA lists of toxic substances (127–317 identified), crew/passenger testimonies, incident reports (e.g., from The Aviation Herald, recent examples like Swiss Flight LX1885 with a deceased flight attendant amid smoke, or 2025 cases involving fumes leading to MAYDAY/PAN PAN calls), documentaries, books by the founder (e.g., “Tomb In The Sky - Aviation’s Wounded Canaries”), victim stories, petitions (via Change.org to stop contaminated air), and calls for better regulations, filtration, or bleed-air-free designs (like on the Boeing 787).

The overall message is:

When aircrew and passengers require medical evacuation due to illness caused by toxic fumes replacing breathable air, something is seriously wrong. The aviation industry is criticized for downplaying risks, lacking adequate protections, and failing to implement fixes despite decades of evidence and reported incidents - fume events occur regularly, though exact frequency varies in sources, often depending on how well the cockpit and cabin crews report the incidents’.

The site positions aircrew as “canaries in the coal mine” for this under-recognized hazard affecting everyone on board.

Far more, the UNFILTERED site itself is a key hub: unfiltered.vip, with sections on fume events, victim impacts, science, documentaries, interviews, and reporting incidents.

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The aviation industry has long faced scrutiny over contaminated cabin air, particularly from the bleed-air system used in most commercial jets (Airbus and Boeing models). In this system, high-pressure air is drawn directly from engines or auxiliary power units (APUs) to supply fresh air to the cabin and cockpit. When engine oils or other fluids leak into the compressors, they can produce toxic fumes—known as fume events—that enter the air supply without any direct filtration.A major December 2025 Wall Street Journal investigation by Benjamin Katz highlighted devastating cases:

• American Airlines pilot Ron Weiland (Boeing 767) reported intense engine oil smells and cabin fog during a 2016 Miami flight. He soon developed severe neurological symptoms, was diagnosed with ALS in 2017, and died in 2019 at age 54. His family attributes the condition to repeated fume exposure.

• Spirit Airlines pilot James Anderberg (Airbus A319) experienced repeated “dirty sock”-like fumes in 2015. On one flight, he slumped unconscious; his co-pilot donned an oxygen mask to avert disaster. Autopsy revealed inflammation in the peripheral nervous system and heart muscle.

• Similar nervous system and cardiac inflammation appeared in autopsies of British Airways cabin crew, including pilot Richard Westgate who died at 43, with families linking deaths to toxic air exposure.
  
  

  Victim Impact Stories

These incidents illustrate both acute risks (confusion, incapacitation, potential crashes) and chronic effects from repeated or low-level exposure.

Susan Michaelis†,PhD, MSc, was a former Australian airline transport pilot with over 5,000 flying hours. She became seriously ill in 1997 due to exposure to oil fumes while working as a pilot, experiencing symptoms that led to the loss of her medical certification and pilot’s license.

This personal experience drove her to become a leading global advocate and researcher on contaminated cabin air and aerotoxic syndrome—a term describing health effects (neurological, respiratory, cardiac, and other symptoms) from inhaling toxic fumes in aircraft.

Advocacy groups based in various European countries*, have urged regulators for decades to mandate filters in the bleed-air supply line and contamination sensors—measures the industry has resisted despite known chemical risks for over 20 years. (SCIENCE on Unfiltered)

Airlines like Lufthansa and manufacturers like Airbus promote HEPA and advanced HEPA + carbon filters (e.g., Pall Aerospace’s A-CAF, rolled out on A320s by end-2024) as adequate solutions, stating that they remove particulates, viruses, bacteria, VOCs, odors, and exhaust fumes, claiming that this results in improvement and cleaner air and thus more comfort while reducing “odor” peaks.

Lufthansa has noted that “odor” perception is subjective and unreliable as a hazard indicator. However, critics argue this is misleading due to a fundamental design flaw:
⬇
Bleed air mixes with recirculated cabin air BEFORE passing through any recirculation filters.

No filtration exists in the bleed-air line itself. Contaminants therefore reach passengers and crew before any filtering occurs—meaning people inhale toxins first, even if downstream filters work perfectly.

This “inhalation-before-filtration” issue remains unchanged, rendering recirculation-only upgrades insufficient.Further complicating matters, toxic aerosols in fume events become positively charged as they pass through hot, dry, high-static aircraft ducts (via contact charging, ion attachment, and low humidity). Charged particles exhibit greater bioavailability and cellular penetration, amplifying toxicity at very low concentrations—effects hard to replicate in ground tests and often underestimated.

Research, including a 2022 Clean Sky 2 project, shows electrostatic precipitation (ESP) as feasible, energy-efficient, and superior to HEPA for sub-100nm charged nanoparticles—but it targets recirculation air, not the bleed-air feed, and prioritizes emissions/fuel efficiency over bleed-air contamination prevention.

Chronic low-level exposure

to toxic fumes carrying VOCs, ultrafine particles on every flight can cause more severe long-term harm than “rare” high-dose events. Due to the acumulation of toxins in the fatty tissue, damage continous and maybe at first unnoticed. Without recovery time this is an ongoing process. This affects flight crew, frequent flyers and ground staff most.

The industry often minimizes concerns by emphasizing “rare” fume events, but do not mention constant background exposure which is often invisible and odorless at low levels, with no onboard monitoring. The referenced December 2025 Guardian report notes low ultrafine particle levels at cruise but there are measurable extreme spikes (exceeding WHO thresholds) during boarding, taxiing, approach, and landing—posing ongoing risks to crew, airport workers, and nearby residents. More here:

Updates & Petition by Trudie Dadd

TILT - Toxicant induced loss of tolerance

Aerotoxic syndrome refers to a range of acute and chronic health effects experienced by pilots, cabin crew, and sometimes passengers due to inhalation of contaminated bleed air in commercial aircraft. This contamination often stems from leaks of synthetic engine oils (containing organophosphates like tricresyl phosphate/TCP, as well as other VOCs and ultrafine particles) into the cabin air supply during fume events or low-level chronic exposure.

The condition shares significant overlap with Toxicant-Induced Loss of Tolerance (TILT), a two-stage disease process proposed by researchers.

1. An initiating exposure (often a high-level or repeated toxic event) overwhelms the body’s tolerance mechanisms.

2. This leads to loss of tolerance, resulting in heightened sensitivity to extremely low levels of the original toxicants—and often cross-sensitization to unrelated chemicals, foods, drugs, fragrances, and everyday environmental triggers.

In aerotoxic syndrome cases, the primary initiating exposures are the neurotoxic and irritant compounds in aircraft cabin air (especially organophosphates and ultrafine aerosols). Many affected individuals develop symptoms resembling multiple chemical sensitivity (MCS)—a key manifestation of TILT—including neurological issues (brain fog, headaches, memory problems), respiratory distress, fatigue, cardiac irregularities, and multi-system intolerance.

Sources and advocates (including former pilot and researcher Susan Michaelis, PhD, who suffered fume-related illness and advocated for recognition of aerotoxic syndrome as an occupational disease) frequently link the two:

• Aerotoxic exposures can trigger TILT-like patterns, where crew become hypersensitive to cabin air contaminants and, post-exposure, to a broad range of everyday chemicals.

• Chronic or repeated low-level bleed-air contamination aligns with TILT’s emphasis on cumulative effects, where the body fails to recover and becomes increasingly reactive.

• Some discussions compare aerotoxic syndrome directly to MCS/TILT, noting shared symptom profiles and mechanisms (e.g., neurological sensitization, immune dysregulation).

Regarding accumulation in fatty tissue: Many lipophilic (fat-soluble) toxins in aircraft oils and fumes (e.g., certain organophosphates, PAHs, and ultrafine particles) can bioaccumulate in adipose tissue. This storage may contribute to prolonged effects in TILT by:

• Acting as a reservoir for slow release.

• Mobilizing during stress, illness, or weight changes, potentially exacerbating symptoms or retriggering sensitivity.

While not every aerotoxic case explicitly involves measurable fat accumulation as the sole driver, the persistence of lipophilic compounds supports why some individuals experience long-term, insidious progression rather than purely acute effects—fitting TILT’s model of silent, cumulative damage leading to broad intolerances. Overall, aerotoxic syndrome is increasingly viewed in scientific and advocacy circles as a specific occupational/environmental trigger that can initiate or exemplify TILT, explaining why affected crew often report not just flight-related illness but lifelong chemical hypersensitivities. This connection underscores calls for better bleed-air protections to prevent both immediate risks and long-term sensitization. (SCIENCE on Unfiltered)

In summary, the core argument is that current solutions fail to address the bleed-air architecture’s inherent risks. Electrostatic effects heighten toxicity, post-exposure filtration cannot prevent initial inhalation, and subjective odor reliance is inadequate. Proactive measures—bleed-air filtration, real-time sensors, and monitoring—are essential to safeguard crew, passengers, and public health.

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In Switzerland, research is underway to determine whether pesticides are causing more cases of Parkinson’s disease among farmers. Abroad, Parkinson’s is already recognized as an occupational disease for agricultural workers. In this country, however, many important data are still missing.Anyone who, as a farmer, has handled pesticides for more than 100 days during their working life and develops Parkinson’s is entitled to financial compensation in Germany. There, Parkinson’s is recognized as an occupational disease – just as it is in Italy and France.

“Large long-term studies from France and the USA clearly show that there is a connection,” says Professor Dr. Samuel Fuhrimann, Scientific Group Leader of the Agricultural Health group in the Department of Epidemiology and Public Health at the Swiss Tropical and Public Health Institute (Swiss TPH) researches the effects of plant protection products on humans at the Swiss Tropical and Public Health Institute.

Together with a major health insurance company and other researchers, he is now also investigating this link in Switzerland.

Top Common Active Ingredients

Insecticides (e.g., organophosphates, neonicotinoids, pyrethroids) follow, with neonicotinoids popular for seed treatments.

These are among the most frequently applied in agriculture:

• Glyphosate — The world’s most used herbicide (e.g., in Roundup); non-selective, widely applied on GM crops like soy, corn, and cotton for weed control.

• Atrazine — Common triazine herbicide for corn and sugarcane; targets broadleaf weeds.

• 2,4-D — Phenoxy herbicide for broadleaf weeds in cereals, pastures, and turf.

• Paraquat — Fast-acting, non-selective contact herbicide; used for weed control in no-till farming (banned/restricted in many countries due to high toxicity).

• Chlorpyrifos (and other organophosphates like malathion, diazinon) — Broad-spectrum insecticides; target insects on fruits, vegetables, and grains (phased out in many places for neurotoxicity risks).

• Imidacloprid, Clothianidin, Thiamethoxam (neonicotinoids) — Systemic insecticides for sucking pests (e.g., aphids); seed treatments on corn, soy, and vegetables (restricted in EU due to bee impacts).

• Mancozeb — Broad-spectrum fungicide (dithiocarbamate); protects against fungal diseases in fruits, vegetables, and potatoes.

• Metalaxyl — Systemic fungicide for soil-borne diseases (e.g., in potatoes and grapes).

• Chlorothalonil — Broad-spectrum contact fungicide for crops like potatoes and tomatoes.

• Cypermethrin (and other pyrethroids like deltamethrin) — Synthetic insecticides for chewing/sucking pests on cotton, vegetables, and fruits.
  

All-clear for spraying by plane?

The concerns go beyond farmers: Many parents have been worried because their children regularly suffer from respiratory illnesses between March and May – exactly during the period when pesticide arial spraying is in high demand covering wine-growing villages such as Salgesch or Chamoson.

Plant “protection” products are carried by the wind and can still be measured up to one kilometre away from the spraying site.

Researchers from Basel/Switzerland examined the situation. They fitted 200 children with wristbands that recorded 35 different pesticides over the course of four measurement campaigns. At the same time, the researchers tested the children’s lung volume.However, larger-scale studies would be needed to assess all long-term effects of these pesticide cocktails.

35 different pesticides tested is hardly comprehensive! There are way over 1,000 unique chemical compounds used as the active ingredients in various pesticide products worldwide. Each of these has different properties and toxicological effects. Not to mention the cocktail in the final product. If they only tested to the active ingredient it would be a mistake - the whole cocktail has to be taken into consideration.

Swiss Tropical and Public Health Institute

There were indeed health impairments during this period. However, these corresponded to the rise in pollen levels and air pollution – and not to the pesticides. At least in the short term, an all-clear can therefore be given here.

How very handy, that the health impairments corresponded to pollen levels! I doubt they were the same though - again: draw a veil over the public’s eyes!


Health study and pesticide inventory cancelled

“For all long-term effects of these pesticide cocktails, larger studies would nevertheless be necessary,” says Samuel Fuhrimann from the Swiss Tropical and Public Health Institute. Although many of the pesticides used in Switzerland are also used abroad, the situation cannot simply be transferred one-to-one.

Why not'?

According to Fuhrimann, most of the evidence linking pesticide use to Parkinson’s disease comes from “plant protection” products that are no longer in use. However, new products with similar, if not worse, outcomes and toxicity have been introduced. This reasoning by Fuhrimann seems flawed.


Details on Pyrethroids (permethrin)

I want to discuss only one of the many substances that are used (see also UNBEKOMING’s article: Provecta: Poison Your Pet to Poison the Tick)

Pyrethroids are a major class of synthetic insecticides widely used in agriculture, household pest control, forestry, and public health (e.g., mosquito nets for malaria prevention). They are chemically stabilized analogs of natural pyrethrins, which are extracted from chrysanthemum flowers (Chrysanthemum cinerariaefolium). Introduced in the 1970s as safer alternatives to organophosphates and organochlorines, pyrethroids offer high efficacy against insects with relatively quick breakdown in sunlight (days to weeks), though persistence varies by compound and conditions.

Chemistry and Classification

Pyrethroids are esters of chrysanthemic acid and various alcohols, often with halogen substitutions for stability. They are classified into:

• Type I (e.g., permethrin, allethrin): Cause tremor (T-syndrome) in insects.

• Type II (e.g., cypermethrin, deltamethrin): Include an α-cyano group, causing salivation and convulsions (CS-syndrome).

Common examples in farming include:

• Bifenthrin

• Cypermethrin (and alpha-cypermethrin)

• Lambda-cyhalothrin

• Deltamethrin

• Permethrin (also used in onboard aircraft sprays)

• Esfenvalerate

• Fenpropathrin

They target a broad spectrum of pests (e.g., aphids, beetles, caterpillars, flies) by disrupting voltage-gated sodium channels in insect nerves, leading to prolonged depolarization, paralysis, and death. They are classified under IRAC Mode of Action Group 3A.

Uses in Agriculture
Pyrethroids are applied to crops like cotton, vegetables, fruits, cereals, and maize. They provide fast knockdown and residual control, often in low doses (grams per hectare). In Switzerland and the EU (as of 2025–2026), many are approved under harmonized regulations (e.g., EU Regulation 1107/2009), with Switzerland increasingly recognizing EU-approved substances to simplify access for farmers while maintaining safety checks.

Health Risks (Human and Mammalian)
Pyrethroids are generally low to moderate ( note: which does not mean “none”) in toxicity to mammals (due to faster metabolism, higher body temperature, and less sensitive sodium channels). Household exposures are usually harmless (“Usually”? Note: Everybody is different), but high occupational or accidental exposure can cause:

• Skin irritation, tingling (paresthesia)

• Respiratory issues ⬅️ HARMLESS?

• Neurotoxic effects (e.g., tremors, dizziness) ⬅️ HARMLESS?

They are not considered strong carcinogens. Emerging research links chronic exposure to neurotoxicity, oxidative stress, and potential risks for neurodegenerative diseases like Parkinson’s (via dopaminergic damage in animal models, e.g., fenpropathrin or metabolites like 3-phenoxybenzoic acid). Human studies show associations in high-exposure groups (e.g., farmers), but evidence is mixed and not conclusive for low-level environmental exposure.

Environmental Impact

Pyrethroids pose significant risks to non-target organisms:

• Highly toxic to aquatic life — Extremely harmful to fish, crustaceans, and invertebrates even at low concentrations (ppb levels). Runoff leads to sediment accumulation and food web disruption.

• Toxic to beneficial insects — Including bees (pollinators), dragonflies, and mayflies. Some (e.g., lambda-cyhalothrin) are particularly harmful to honeybees, causing disorientation, reduced reproduction, and mortality. Others (e.g., tau-fluvalinate) are less toxic.

• Moderate persistence — Break down faster than older pesticides but can linger in sediment or under low-light conditions. Note : the spray onboard aircraft lingers up to 6 weeks, during which time more spraying has been done - there is no washing down of interior walls, changing of seat covers or carpets!).

Recent data (e.g., EU/Swiss monitoring) show frequent exceedances of environmental quality standards in surface waters, prompting calls for stricter risk mitigation (e.g., buffer zones, reduced use near water).

Regulation in EU/Switzerland (2025–2026)
Many pyrethroids remain approved, but with restrictions (e.g., buffer strips, monitoring). Switzerland aligns closely with EU rules, simplifying approvals for EU-authorized substances while retaining discretion for health/environmental protection. Some (e.g., cypermethrin) face scrutiny due to aquatic risks.Pyrethroids remain effective tools but require careful application (e.g., avoid bee-active times, prevent runoff) to minimize harm. For alternatives, consider integrated pest management or lower-risk options. If you’re concerned about specific uses (e.g., in Switzerland or for bees), let me know for more targeted info!

To make reliable statements about the current situation in Switzerland, more and more up-to-date data are needed. This would require a long-term health study with urine samples collected throughout the Swiss population. And it would require digitally available data: Who applied how many plant protection products where, when, and on which areas?

Diluted transparency in pesticide recording

This suggests that definitive statements regarding the health effects of pesticides on humans in Switzerland (or elsewhere) may become increasingly scarce in the future. Consequently, authorities and politicians will largely continue to operate without clear guidance and remain reliant on studies conducted abroad, even as those studies are frequently deemed inapplicable to the Swiss context (or the reverse).

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Selected Recent and Relevant Papers

• France to continue compensating farmers with Parkinson’s disease linked to glyphosate use - article

• Pyrethroid pesticide-induced alterations in dopamine transporter function - article/study

• Differential up-regulation of striatal dopamine transporter and alpha-synuclein by the pyrethroid insecticide permethrin - study

• Occupational exposure to pesticides and neurobehavioral outcomes: impact of different original and recalled exposure measures on the associations (2024)
  Annals of Work Exposures and Health, 68(6):657-664.
  Explores how different exposure assessment methods affect links between pesticide exposure and neurobehavioral health in farmers.

• Self-reported and urinary biomarker-based measures of exposure to glyphosate and mancozeb and sleep problems among smallholder farmers in Uganda (2023)
  Environment International, 182:108277.
  Compares self-reported vs. biomarker data for glyphosate/mancozeb exposure and associations with sleep issues.

• Exposure to multiple pesticides and neurobehavioral outcomes among smallholder farmers in Uganda (2021)
  International Journal of Hygiene and Environmental Health.
  Investigates cumulative pesticide exposure and its links to neurobehavioral effects.

• Variability and predictors of weekly pesticide exposure in applicators from organic, sustainable and conventional smallholder farms in Costa Rica (2020)
  International Journal of Hygiene and Environmental Health.
  Assesses exposure variability and predictors in different farming systems.

• Quantitative assessment of multiple pesticides in silicone wristbands of children/guardian pairs living in agricultural areas in South Africa (2022)
  Examines personal exposure using passive samplers in vulnerable populations.

• Methods and exploratory findings of the first Swiss agricultural health cohort FarmCoSwiss (2025)
  Scientific Reports, 15:10690.
  Describes baseline methods and initial results from Switzerland’s first longitudinal agricultural health cohort (co-authored; Fuhrimann as senior contributor).

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He helped the mechanics out on board after aborting the flight and offloading the passengers.

For testing they revved up the engines and the stench returned, accompanied by thick plumes of ‘fog’ that made it difficult for him to see more than the first fifteen rows.
After experiencing difficulties with his passenger announcements, Weiland took his final flight in May 2017. He received devastating news in June of that year: he had amyotrophic lateral sclerosis (ALS), a fast-advancing neurodegenerative illness that robs the body of the brain cells responsible for controlling its muscles.

Research strongly links exposure to various toxic chemicals *, including pesticides, heavy metals, solvents, and industrial pollutants, to an increased risk of developing ALS (Amyotrophic Lateral Sclerosis), often as part of a complex gene-environment interaction.
These (environmental) factors, sometimes called the "ALS exposome," can build up over time from occupations and general surroundings, potentially triggering motor neuron death.

Fume events are common in the aviation industry and occur when harmful gases are discharged into the cabin and cockpit through the air supply, such as when synthetic oils or other fluids seep into an aircraft’s engines.

Fume occurrences often have short-lived, moderate, or nonexistent impacts. An increasing number of crew members and passengers, however, are becoming affected and many have been diagnosed with serious, long-term ailments.

Fume events have proved lethal in the most severe situations. When will somthing be done?

Please read this excellent article written by Ben Katz - I have nothing more to add! Except, anywone who has experienced such visible fumes or even only “smells”, please contact Ben or also myself (link below).
⬇️

Article by Ben Katz

Cockpit Flight Reports after Fume Events

An Aeronautical Engineer on Fume Events

Contact Ben Katz
Contact Bearnairdine Beaumont/Unfiltered

Sources

* Science:
> https://pmc.ncbi.nlm.nih.gov/articles/PMC5032145/
> https//:pubmed.ncbi.nlm.nih.gov/37709948/
> https://alsnewstoday.com/news/5-toxic-chemicals-air-possible-als-risk-factors/
> https://www.sciencedirect.com/science/article/abs/pii/S0013935123025239


MSN> https://www.msn.com/en-us/health/medical/he-was-poisoned-toxic-fumes-on-planes-blamed-for-deaths-of-pilots-and-crew/ar-AA1SN13A

Over several decades, evidence has accumulated that links chronic, low-level exposure to fumes onboard aircraft—a complex mixture of organophosphates, solvents, hydrocarbons, ultrafine particles, carbon monoxide, and thermally degraded oils—to multi-system dysfunction.

(This).. document integrates early government warnings with current biochemical, oncological, and neuropathological research to explain how cumulative exposure can lead not only to neurological, hepatic, cardiovascular, endocrine, and immune injury, but also to cancers, given the presence of proven carcinogens such as benzene and the central role of chronic oxidative stress in driving disease.

In 1951, ‘the Working Party on Precautionary Measures against Toxic Chemicals used in Agriculture’ led by Professor Solly Zuckerman warned in their report to The Minister of Agriculture and Fisheries U.K. that repeated low-level exposure to organophosphate (OP) compounds used in pesticides/insecticides could cause cumulative poisoning by progressively lowering cholinesterase levels, rendering individuals increasingly susceptible to further doses. Although science at that time focused mainly on the enzyme inhibition mechanism, this early recognition of chronic toxicity laid the foundation for understanding the persistence of low-level OP injury. Pesticides are chemical formulations which include OP’s, solvents and hydrocarbons.

Modern Mechanistic Understanding

Today, it is known that the toxicity of OPs extends beyond cholinesterase inhibition. These compounds form covalent bonds (adducts) with numerous proteins, altering their structure and function—a process sometimes described as “protein decoration.”

Adducted proteins can trigger immune recognition and autoantibody formation, contributing to chronic inflammation and neuroimmune dysfunction. Moreover, OPs can cross the blood-brain barrier (BBB), particularly under repeated or prolonged low-dose exposure. Once in the central nervous system, they disrupt mitochondrial function, impairing ATP generation and increasing oxidative stress.

This combination of oxidative damage, impaired repair processes, and excitotoxicity underlies the neuronal and glial injury seen in chronic exposure cases. (Abou-Donia et al. 2013)

Systemic Pathophysiology

The liver, responsible for metabolizing organophosphates and related volatile organic compounds (VOCs), becomes a site of sustained oxidative load.

Some OP metabolites—particularly from tricresyl phosphate (eg. TOCP and MOCP) are more toxic than their parent compounds. The continuous need to process these substances leads to mitochondrial strain, impaired detoxification capacity, and downstream metabolic stress.

Cognitive dysfunction, endocrine disruption, gastrointestinal issues, respiratory and cardiac complications, peripheral neuropathy, fatigue and immune dysregulation can arise from this interconnected network of mitochondrial injury, oxidative stress and persistent neuroinflammation.

Repeated low-level exposure to fumes from a complex chemical mixture that includes OP’s can prevent full recovery between exposures leading to cumulative, multi-system injury.

Aviation workers and passengers are at risk.

Crew and passengers may be exposed to a complex mixture of toxic by-products not only during recognisable “fume events”, when high levels of contaminants enter cockpits and cabins, but on every flight, due to continuous low-level contamination. *

Key contaminants include:

• organophosphates

• volatile organic compounds (VOCs)

• thermally degraded engine oils

• carbon monoxide

• ultrafine particles

Symptoms consistently reported by affected individuals include:

• neurological dysfunction (central and peripheral)

• respiratory complications

• immune dysregulation

• endocrine disturbance

• chronic fatigue

• gastrointestinal issues

• cardiac irregularities

Current medical guidance to clinicians is based on the flawed COT review, leading to misdiagnosis, dismissal of symptoms, and lack of access to appropriate care.

Use of an incorrect and outdated exposure model

The review assessed only “normal cabin air”, assuming it represents clean air, despite the absence of sensors or monitoring equipment onboard aircraft.
Contaminated “fume events” were treated as rare anomalies, not examined as part of the exposure continuum.

This approach ignores:

• modern toxicology

• continuous low-level exposure

• cumulative burden

• individual susceptibility

• peak-on-chronic exposure dynamics

Continuous exposure

Bleed air contains:

• organophosphates

• ultrafine particles

• VOCs/SVOCs

• pyrolysis fragments

even without a visible fume event.

Cumulative burden

Aircrew are exposed:

• on every flight

• repeatedly

• for years or decades

• without biological recovery time

Individual susceptibility

Risk varies with:

• genetic detoxification capacity (e.g., PON1, CYP450 profiles)

• mitochondrial function

• neurological and immune vulnerability

Acute-on-chronic exposure

A fume event is not an isolated spike, but a peak exposure layered onto chronic exposure.

Outdated toxicology assumptions

The COT review relied on models that:

• assume steady-state exposure

• ignore persistent low-dose toxicology

• dismiss cumulative harm

• disregard interactions between low-dose and peak-dose events

• omit chronic organophosphate neurotoxicity

This renders the exposure assessment invalid for aviation environments. (continue reading):

Please continue reading Trudie Dadd’s full paper HERE and while you are there please SIGN AND SHARE the Petition, 132.868 already have!

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References:

Law professor sues Boeing, alleging he breathed in toxic fumes on a Delta flight

By Megan Cerullo Updated on: December 12, 2025 / 4:48 PM EST / CBS News

WE ARE SLOWLY BEING POISONED - HOW TOXIC FUMES SEEP INTO THE AIR YOU BREATHE ON PLANES -
By Kiera Feldman - December 17, 2020 - Los Angeles Times

OPRUS Toxic Chemicals in Agriculture

The Guardian Revealed: air pollution may be damaging ‘every organ in the body’

COT Statement on Aircraft Cabin Air Quality

and many others.
_______________________
Side note: * exception B787 Dreamliner

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#sayyestocleancabinair

Victim Impact Testimonies

About Bearnairdine Beaumont

Software issues have grounded thousands of Airbus A320 passenger planes.

Airbus orders immediate software update on thousands of A320s after bright sunlight found to corrupt flight control computers.

Airbus said in Toulouse, France, that the software upgrade must be done before the next flight. The corporation has advised airlines to upgrade software and hardware in coordination with aviation regulators.

Replacement Hardware or Software

Around 6,000 planes are impacted, say industry sources. Two-thirds of the impacted planes will only be grounded momentarily since carriers may downgrade their software to earlier versions. Several hundred aircraft may need hardware replacements, causing weeks of disruption.

The operation will disrupt US travel patterns before the biggest weekend of the year.

Uncontrolled Loss of Altitude

Airbus’s response followed an A320 incident on a flight from Cancun, Mexico, to Newark, New Jersey, in late October. After a flight control system failure and uncontrolled loss of altitude the plane made an emergency landing in Tampa, Florida.

This software glitch is not an isolated incident but part of a pattern of safety challenges plaguing Airbus aircraft, particularly the A320 family, which dominates narrow-body fleets.


Fume Events

One of the most persistent issues is “fume events,” where toxic contaminants from engine oil, hydraulic fluids, or de-icing agents leak into the cabin via the bleed-air system, exposing passengers and crew to harmful vapors. Described as smelling like “dirty socks”, “chemical”, or “wet dog” these events have surged in frequency, with FAA reports documenting thousands since 2010 and a massive (reportedly 660%) increase for carriers like JetBlue and Spirit Airlines between 2016 and 2024.

Airbus models accounted for 61% of 2024’s reported incidents—nearly three times Boeing’s rate—often linked to the A320neo’s Pratt & Whitney engines, where degraded seals allow oil to vaporize at high temperatures. Symptoms range from immediate nausea, headaches and dizziness to long-term neurological damage a so called “toxic concussion”, including tremors, cognitive impairment, and nerve disorders.

A recent example occurred on November 23, 2025, when an American Airlines A321 from Orlando to Phoenix diverted to Houston after cockpit and cabin fumes sickened five people, requiring hospitalization; the FAA is probing potential engine oil contamination or bleed-air failures.

Advocacy groups and unions have criticized the FAA for lax oversight, noting airlines’ reluctance to install air-quality sensors due to litigation fears, while “Project Fresh” is an Airbus initiative to address cabin air quality by redesigning aircraft to reduce and prevent fume and odor events, primarily through the relocation of engine oil vents and the installation of new systems.

Beyond software and fumes, 2025 has seen a cluster of other Airbus safety events underscoring maintenance and design vulnerabilities. Early in the year, a United Airlines A319 caught fire during takeoff abort at Houston’s George Bush Intercontinental Airport on February 2, with no fatalities but significant hull damage.
On January 28, an Air Busan A321 ignited pre-takeoff at Gimhae International Airport in South Korea, injuring four during evacuation and leading to the plane’s write-off. April brought a hard landing by a Frontier Airlines A321neo at San Juan, Puerto Rico, damaging the nose gear and engines.

These incidents compound 2024’s four fatal accidents and 12 hull losses across commercial jets, per Airbus’s own safety analysis, which warns against complacency amid rising global traffic. Broader trends include prolonged engine inspections grounding hundreds of A320s due to supply chain delays, and regulatory scrutiny over bleed-air reliance—unlike Boeing’s 787, which uses electric compressors to avoid such risks.

These recurring issues raise urgent questions about Airbus’s prioritization of efficiency over resilience in an era of climate extremes and intensified air travel. While the industry maintains an exemplary safety record, the uptick in i.e. fume events demands systemic reforms: mandatory sensors, redesigned seals, and radiation-hardened software.

Passengers and crew deserve transparency and proactive safeguards, not reactive recalls that ripple through holiday plans and livelihoods. Airbus must accelerate innovations to restore trust—lest these “minor” glitches erode the skies’ safety net.

By the way, have you read SILENT SKIES yet? It comes highly praised and recommended.

Sam Thorne’s Silent Skies, a fast paced gripping facts, or is it fiction?, thriller that keeps you on the edge of your seat while exposing an industry’s decades-long cover-up on safety issues, including bleed-air fume events as a real possibility of sudden pilot incapacitation leading to malfunctions of the brain and cause nervous system reactions with sometimes deadly result. A must-read complement to the currentA320 software disaster, revealing that some real safety issues exist that the industry refuses to correct.

Amazon and all big bookshops carry SILENT SKIES. Order here for worldwide delivery .

Please sign and share our Petition and join the other 132.802 supporters to #sayYEStocleancabinair !

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Sources

Aviation Herald https://avherald.com
Unfiltered https://www.unfiltered.vip
Airbus http://wwwairbus-win.com/wp-content/
Silent Skies https://silent-skies.de
Aviation Week Network https://aviationweek.com/mro/safety-ops-regulation/airbus-operators-study-aircraft-fume-anomalies

and many more.

Whenever you see “-cide” at the end of a word, it simply means: “Thing that kills ”

Deadly Bedbug Pesticide Blamed for Wiping Out Entire Family in Istanbul Hotel.

The case was first treated as food poisoning, prompting arrests of several street vendors (a mussel seller, kokoreç vendor, café owner, and Turkish delight seller) and inspections of local eateries.

Now the shift to Chemical Exposure:

A preliminary forensic report from Turkey’s Council of Forensic Medicine (ATK), released on November 17–18, ruled out food poisoning as the primary cause. It concluded the deaths were “most likely” due to chemical poisoning from the hotel environment, with samples from the victims’ bodies (pathological, microbiological, and toxicological) sent for further analysis.

Specific Chemical Identified:

Investigators now strongly suspect aluminum phosphide (AlP), a highly toxic pesticide used for fumigation against bedbugs (tahtakurusu in Turkish). This substance was sprayed in a ground-floor room shortly before the family’s illness, likely seeping into their first-floor room via a shared bathroom ventilation shaft. Aluminum phosphide is a fumigant that releases phosphine gas when exposed to moisture, causing rapid organ failure, respiratory distress, and death if inhaled in high concentrations. It has no known antidote, which aligns with the family’s swift deterioration. No final autopsy results are public as of November 19, but experts (e.g., Forensic Medicine Specialist Prof. Dr. Hakan Kar on NTV) emphasize pesticide contamination over ingestion.

Even brief exposure can kill!

Aluminum Phosphide (AlP) – Detailed Toxicity Profile

AlP is one of the most dangerous fumigant pesticides in the world. It is sold under trade names such as Celphos, Alphos, Quickphos, Phostoxin, Chemfume (tablets, pellets, or powder). It is widely used in Turkey and many developing countries for grain storage and pest control (bedbugs, cockroaches, rodents) despite being heavily restricted or banned for indoor use in most developed nations.

When the fumes are inhaled depending on the ppm amount and time of exposure the chemical fumes can be lethal within 30–60 min to several hours. There is no antidote available.

Time after Exposure and Symptoms

0–30 min

Nausea, vomiting, abdominal pain, garlic odor on breath, dizziness, headache

1–6 hours

Severe vomiting (often coffee-ground), retching, pulmonary edema, restlessness, chest tightness

6–24 hours

Refractory hypotension, metabolic acidosis, arrhythmias, acute respiratory distress syndrome (ARDS), myocardial injury

24–72 hours

Multi-organ failure (heart, liver, kidneys), coma, convulsions, death (usually cardiac arrest or refractory shock).

Why It Kills So Fast

Mechanism of Toxicity Phosphine is a protoplasmic poison that acts at the cellular level:

• Blocks cytochrome c oxidase in the mitochondrial electron transport chain → stops aerobic respiration (similar to cyanide, but slower onset).

• Massive oxidative stress and free-radical damage.

• Direct cardiotoxicity → negative inotropic effect, arrhythmias, “phosphine-induced cardiomyopathy.”

Releases inflammatory cytokines → systemic inflammatory response syndrome (SIRS).

Why There Is No Antidote

Unlike cyanide (hydroxocobalamin, sodium thiosulfate), no specific chelator or blocker exists for phosphine.

Treatment is purely supportive: aggressive ventilation, hemodynamic support (vasopressors), correction of acidosis, magnesium sulfate (some benefit for arrhythmias), sometimes ECMO or hemodialysis in rare survivors.

Some Other known AIP fatalities

2013 Alberta, Canada 1 child dead Phostoxin tablets in house

2017 New Delhi, India 4 children dead Neighboring flat fumigation, gas seeped

2019 Antalya, Turkey Russian couple Illegal bedbug fumigation in apartment

2017 Amarillo, USA: Four toddlers died in a trailer park after aluminium phosphide was applied beneath the home for rodent control

2010s–2020s, Thailand & SE Asia: Several tourist deaths (including children) linked to chlorpyrifos or phosphine-generating pesticides used for bedbug fumigation in hotels

2019 Timișoara, Romania: Inadequate ventilation after aluminium phosphide fumigation killed two children and one adult; further cases in Romania later tied to similar misuse.

2020, France: Botched aluminium phosphide fumigation on a cargo ship killed one worker and injured three.

2021, London, UK: A neighbor’s illegal use of imported aluminium phosphide tablets to treat bedbugs in an apartment block killed an 11-year-old girl and severely sickened others.

2023 Jeddah, Saudi Arabia 5 family members Grain fumigant leak

2025 Istanbul (Harbour Suites) 4 German-Turkish family Bedbug fumigation with aluminum phosphide one floor below

In conclusion: AIP (aluminum phosphide) is an exceptionally unforgiving poison.
It is not intended for use indoors and never by untrained personnel as it turns entire buildings into silent gas chambers. The deaths of Çiğdem, Servet, Masal, and Kadir Muhammet Böcek were not bad luck or mysterious food poisoning; they were the entirely predictable result of reckless, illegal fumigation with a substance that has no antidote and no margin for error.

This tragedy is a grim reminder that some chemicals are simply too dangerous to be left in the hands of anyone who is not rigorously trained and licensed; and even then, they have no place inside spaces where people, work, sleep and breathe.

Rest in peace to the Böcek family. May their loss finally force the closure of every loophole that still allows aluminum phosphide and other similar chemicals to be sprayed in hotels and elswhere anywhere in the world.

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Head-to-Head Comparison: Aluminum Phosphide (AlP) vs Organophosphate Pesticides (OP)

Feature

Aluminum Phosphide (AlP / Phosphine gas)

Organophosphate Pesticides (e.g., malathion, parathion, chlorpyrifos, diazinon)

Chemical class

AIP Metal phosphide → releases phosphine gas (PH₃)

OP Ester of phosphoric acid

Primary use

AIP Fumigant for stored grains, illegal indoor pest control (bedbugs)

OP Insecticide (agriculture, some domestic use)

Main route in fatal cases

AIP Inhalation of phosphine gas (hotel/apartment fumigation accidents)

OP Ingestion (suicide), skin absorption (occupational), rarely inhalation

Legal status for indoor use

AIP Banned or heavily restricted in most countries for residential use

OP Most highly toxic OPs banned/restricted for home use; still used in agriculture

Onset of severe symptoms

AIP 30 min – 6 hours (very rapid after inhalation)

OP 30 min – 12 hours (can be delayed with some compounds = OPDIN organophosphate delayed neuropathy)

Odor

AIP Garlic or decaying fish

OP Often garlic-like too, but weaker

Mechanism of toxicity

AIP Mitochondrial poison: blocks cytochrome c oxidase → stops cellular respiration (similar to cyanide) + massive oxidative stress

OP Irreversible inhibition of acetylcholinesterase → acetylcholine excess → cholinergic crisis

Classic clinical picture

AIP Refractory shock, severe metabolic acidosis, pulmonary edema, cardiomyopathy, garlic breath, rapid multi-organ failure

OP Muscarinic: DUMBELS (Diarrhea, Urination, Miosis, Bronchorrhea, Emesis, Lacrimation, Salivation) Nicotinic: muscle fasciculations, weakness, paralysis CNS: confusion → coma → seizures

Specific antidote

AIP None

OP Yes – Atropine (for muscarinic symptoms) + Pralidoxime (2-PAM) or obidoxime (regenerates AChE if given early)

Mortality if untreated

AIP 70–95 % (ingestion), 40–80 % (severe inhalation)

OP 10–50 % (depends on compound and speed of treatment); much lower with good ICU care

Supportive treatment success

AIP Very poor – even aggressive ICU care often fails

OP Excellent if antidotes and ventilation given quickly

Post-mortem findings

AIP Silver-gray gastric mucosa (if ingested), pulmonary edema, no specific smell in tissues

OP High acetylcholine levels, characteristic “kerosene-like” smell on clothes/body in some cases

Typical fatal accident scenario

AIP Hotel/apartment fumigation → gas seeps through ventilation → entire family dies in sleep (Istanbul 2025, New Delhi 2017, etc.)

OP Farmer drinks pesticide in suicide attempt, or child accidentally drinks stored malathion, or OPs are part of aircraft fumes from engine/hydraulic oils etc., that enter the cabin → Aerotoxic Syndrome

Time window for successful intervention

AIP Extremely narrow (hours); once shock sets in, almost unsurvivable

OP Wide (12–24 h or more) if pralidoxime given before enzyme “ages”

Global deaths per year

AIP Thousands (mostly India/Iran suicides + accidental fumigations)

Global deaths or life-long ill-health in various degrees

OP Tens of thousands of deaths (mostly suicides in rural Asia). However many fatalities among aircrew and passengers also within so called accidental “fumigations”, respectively the ones I write about known as ‘fume events’ that occur in-flight as a result from leaks containing toxic gasses that enter the cabin and/or cockpit, as some victim impact reports tell us, read here.

Petition Stop Fumes in Aircraft

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When toxins are released into the environment by any other industry, or when toxic fumes are detected in public buildings, trained professionals in hazmat suits instantly crawl all over the hastily closed-off sites in question, testing the air and taking samples with specialised equipment.

This is not the case in the aviation industry. Toxic gas-type fume emissions occur daily in some aircraft anywhere across the globe, no airline’s aircraft can be excluded. Occurrences of this kind are rising around the world and represent a major challenge to the aviation industry’s safety standards. Engine oil fumes can incapacitate pilots and cabin crew, rendering them unable to function. The implications of such incidents extend beyond immediate health concerns, potentially jeopardising the safety of all passengers on board. As awareness of this issue grows, regulatory bodies are under increasing pressure to implement stricter safety measures and ensure proper ventilation systems are in place to mitigate these risks. These physically harmful and noxious fumes increasingly overwhelm passengers and crew.

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The increase in incidents highlights the airlines’ disregard for safety procedures and required maintenance protocols for their aircraft, as well as the pressure they exert on their employees to disregard and suppress reports. The aviation industry seems to think it is safe and acceptable to breathe these harmful fumes in a confined space. This alarming trend not only endangers the health of those on board but also raises serious questions about regulatory oversight and accountability.

Stakeholders must demand stricter enforcement of safety standards to protect both passengers and crew from these preventable hazards.

Without immediate action, the potential consequences could be dire, leading to long-term health issues that may not manifest until years later. It is imperative that regulatory bodies take a proactive stance, ensuring that all aspects of aviation safety are prioritised and that individuals’ well-being is placed above profit margins. This not only safeguards the industry’s reputation but also restores public confidence in air travel. By fostering a culture of transparency and vigilance, we can create an environment where safety is paramount and every journey is as secure as it should be.

Insecticide Use Onboard Aircraft (Disinsection)

To prevent the spread of disease-carrying insects, many countries require disinsection on aircraft, which involves applying insecticides in the cabins or cargo holds. This type of treatment is common on flights to or from regions with vector-borne diseases (e.g., malaria, dengue). Insecticides are typically applied via spraying (while passengers are onboard or before boarding) or residual treatments.
NOTE: Not seeing anyone spray does not mean the cabin has not been treated previously.


Common Insecticides Used

• Pyrethroids: Permethrin and d-phenothrin are widely used due to their effectiveness against insects. These are synthetic versions of natural pyrethrins.

• Organophosphates: Less common but occasionally used in some regions.

• Aerosolised sprays are often applied to cabin air, resulting in direct inhalation and skin contact.
  

Health Dangers

• Acute Effects:

  • Respiratory Irritation: Coughing, wheezing, or shortness of breath, especially in individuals with asthma or allergies.

  • Allergic Reactions: Skin rashes, itching, or anaphylaxis in sensitive individuals exposed to pyrethroids.

  • Neurological Symptoms: Headaches, dizziness, or nausea, particularly from high doses or poor ventilation during spraying.

  • Eye Irritation: Redness or burning sensation from aerosol exposure.
    
    NOTE: Not everbody reacts instantly!

• Chronic Effects:

  • Neurological Risks: Pyrethroids, while a bit less toxic than organophosphates, can still affect the nervous system, causing symptoms like tremors or paraesthesia with repeated exposure.

  • Endocrine Disruption: Some studies suggest pyrethroids may interfere with hormone function.

  • Potential Carcinogenicity: Long-term exposure to certain insecticides (e.g., permethrin) has been linked to increased cancer risk.

  • Immune System Effects: Repeated exposure may lead to hypersensitivity or immune dysregulation in some individuals.

• Populations at Risk:

  • Cabin Crew and Passengers: Those onboard during spraying are directly exposed via inhalation or skin contact.

  • Children and Pregnant Women: More vulnerable to chemical exposures due to developing systems or placental transfer.

  • Allergic Individuals: Those with chemical sensitivities or allergies are at higher risk of adverse reactions.

Application Concerns

• Lack of Notification: Passengers are often not informed about disinsection procedures, limiting their ability to take precautions.

• Ventilation Issues: Aircraft cabins have limited air exchange during spraying, increasing exposure concentrations.

• Regulatory Variations: Different countries have varying standards for permissible insecticides and application methods, leading to inconsistent safety practices.

Combined Risks

• Synergistic Effects: Exposure to both engine fumes and insecticides amplifies health risks, as both contain neurotoxic compounds (e.g., organophosphates) that target similar biological pathways.

• Confined Environment: Aircraft cabins are enclosed spaces with limited ventilation, increasing the concentration and duration of exposure to both fumes and insecticides.
  Note: The insecticide spray residue particularly sticks to all surfaces in the cabin. The active ingredients are developed to last up to 6 weeks per spraying.

• Lack of Comprehensive Studies: The combined long-term effects of these exposures are understudied, particularly for frequent flyers and crew. Note: The industry usually refers to studies they themselves ordered and paid for. No need to say more.
  
  Mitigation and Precautions

  • For Passengers:

    • Use a mask (e.g., N95) during flights to reduce inhalation of fumes or aerosols. Dispose of the mask, do not re-use!

    • Request information about disinsection schedules and opt for flights with pre-boarding treatments when possible.

    • Stay hydrated and avoid skin contact with surfaces recently treated with insecticides.
      

  • For Crew:

    • Advocate for improved air quality monitoring and filtration systems (e.g., HEPA filters’ regular renewal or bleed-free air systems).

    • Use personal protective equipment during disinsection or maintenance tasks. (masks, gloves).

    • Report fume events promptly and seek medical evaluation for symptoms. Go to this page for accurate medical information to take along to clinic/doctors and self information
      

      Medical Protocol

      
      

  • Industry and Regulatory Actions:

    • Install advanced filtration systems to remove contaminants from bleed air.

    • Develop real-time sensors to detect fume events.

    • Standardise and reduce insecticide usage by exploring non-chemical alternatives, like physical barriers or heat treatments.
      

These measures aim to protect crew health and enhance overall operational safety. By prioritising innovative solutions and strict regulations, the industry can significantly reduce the risks associated with chemical exposure.

Toxic engine fumes and insecticides onboard aircraft pose acute and chronic health risks, including respiratory, neurological, and potential carcinogenic effects. While the aviation industry declares fume events “rare”, the impact of one fume event can be dangerously significant, and regular exposure to even minute levels of contamination is particularly dangerous for crew members due to their frequent exposure. Insecticide use, deemed necessary by the WHO for public health in some regions, adds another layer of chemical exposure in an already confined environment. Improved monitoring, filtration, and regulatory oversight are critical to minimising these risks.

To safeguard both crew and passengers, it is imperative to implement improved monitoring systems, advanced filtration methods, and stringent regulatory oversight. Only through a comprehensive approach can we mitigate the risks associated with fume and insectiside exposure and ensure a safer flying experience for all.

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On Friday, Conor Nolan, Aer Lingus’s director of safety and security, faced a second day of cross-examination at the Workplace Relations Commission (WRC) over allegations of a cover-up involving toxic fume leaks on a jet.

The complainant, Captain Tom O’Riordan, a pilot with 13,000 hours of command experience, claims he was unfairly dismissed in September 2024 and penalised under the Protected Disclosures Act 2014, the Safety, Health and Welfare at Work Act 2005, and the Unfair Dismissals Act for raising safety concerns. O’Riordan alleges toxic fumes poisoned him during a June 2023 incident on an empty Airbus A320 (EI-DEN) during a repositioning flight to Dublin Airport. He claims Aer Lingus concealed safety issues and “whitewashed” the incident.

The airline counters that O’Riordan defamed them by posting on social media while on sick leave, including sharing a “confidential” repair report. His lawyer, David Byrnes BL, argued O’Riordan acted out of public safety concerns.

Nolan testified that the jet’s number one engine was removed post-incident and sent to a Madrid workshop. The “Iberia report,” dated October 24, 2023, identified oil traces around the compressor’s fan frame, which pressurises the cabin. Nolan acknowledged the oil leak caused a smell but minimised its significance.

Lawyer Byrnes questioned whether O’Riordan’s posts harmed Nolan’s reputation. Nolan denied personal damage, stating the issue diverted time from other duties and was handled through proper channels. He argued that O’Riordan’s posting of the repair report risked damaging Aer Lingus’s reputation by presenting technical data that the public might misinterpret as a safety concern.

When Byrnes asked if customers have a right to know about defective seals potentially causing fume exposure, Nolan maintained that customers are entitled only to an airworthy aircraft, not specific risk details.

Byrnes challenged this, arguing passengers should be informed to make their own decisions, to which Nolan replied, “No.”

This stance aligns with the aviation industry’s practice of keeping technical reports internal to “avoid misinterpretation” while asserting that aircraft meet safety standards, as Aer Lingus claimed for the plane in question. However, Byrnes argued that customers deserve transparency to make informed safety choices, highlighting a tension between industry discretion and public access to information.


The question of whether a decade or so of safety performance progress has started to reverse has been raised by the fact that last year saw more airline deadly accidents and fatalities globally than any 12 months since 2018.

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*Airworthiness

is typically determined by aviation authorities, maintenance teams, and operators, but as an individual (e.g., a passenger, pilot, or aviation enthusiast), you can take certain steps to confirm or assess an aircraft’s airworthiness. Below are key approaches, tailored for different contexts.

To confirm an aircraft is airworthy, different groups can take specific steps. Here are some tips:

For Passengers:

• Choose Safe Airlines: Check safety ratings on sites like *AirlineRatings.com or IATA.

  *Rating for Aer Lingus: 4/7 rating

  
  

• Verify Regulation: Ensure the airline follows FAA, EASA, or ICAO standards.

• Research Incidents: Look for recent safety issues on Aviation Safety Network or FlightGlobal, or aviationherald.com - enter the airline and i.e. “fumes” or “odour” to search for “fume events”. Remember, there is a lot of underreporting on one side and, on the other, downplaying of facts.

• Watch Pre-Flight Checks: Notice if the crew performs visible inspections before boarding.

Additionally, For Enthusiasts:

• Access Records: Use FAA/EASA databases for airworthiness status or incident history.

• Monitor ADs: Check for Airworthiness Directives on specific aircraft models.

For all the information you need about toxic fumes on board, aerotoxic syndrome and what to do in case of injury, go to this website:

UNFILTERED, the website

Don’t forget to report your case to the authorities, the airline and your doctor! Take note of the aircraft, its registration number and flight number/route and date.

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Part 1 of the case:

Aer Lingus’s barrister, Mr Mallon, told the Workplace Relations Commission (WRC) that the airline “categorically and unequivocally” denies any safety risks to passengers or crew. He argued that Captain O’Riordan was terminated for defaming the airline and its senior management, not for whistleblowing.

Captain O’Riordan has filed claims under Irish employment laws:

• Protected Disclosures Act 2014 (whistleblower protection and penalisation claims).

• Payment of Wages Act 1994 (alleged unfair sick pay reductions).

• Safety, Health and Welfare at Work Act 2005 (safety violations)

• Unfair Dismissals Act 1977 (wrongful termination).
  

  

Captain O’Riordan alleges he made protected disclosures about “fumes and falsified reports” through correspondence with airline management, the Health and Safety Authority, the Minister for Transport, the Air Accident Investigation Unit, the Oireachtas, and social media posts. Captain O’Riordan claims his termination last month, a reduction of sick pay to 75% in January 2024, and the cancellation of sick pay in April 2024 constitute whistleblower penalisation. Aer Lingus denies these allegations, asserting that any safety concerns were thoroughly investigated and addressed.

Mallon emphasised that O’Riordan’s dismissal stemmed from his public criticism of the airline.WRC adjudicator Aideen Collard noted that Aer Lingus had asked Captain O’Riordan to stop posting online about his concerns.

Captain O’Riordan confirmed this and admitted to going on a hunger strike and protesting outside Aer Lingus’s headquarters in February 2024, while wearing his uniform and displaying signs.

Aer Lingus maintains that no danger existed to O’Riordan, passengers, or crew, and it intends to vigorously contest his claims

Recent Developments (as of October 2025)

October 1, 2025: In ongoing WRC testimony, Aer Lingus’s company secretary and data protection officer, Ms Gallagher, revealed the airline considered but avoided seeking an injunction against Mr O’Riordan’s social media activity due to fears of the “Barbra Streisand effect”.

The Barbra Streisand effect is when trying to hide or censor information makes it more widely noticed. It comes from a 2003 case where Barbra Streisand’s lawsuit to remove a photo of her home drew more attention to it. In the Aer Lingus case, the airline avoided legal action against Tom O’Riordan’s posts to prevent amplifying his claims.

We wouldn’t want that now, would we? (author’s note)

Aer Lingus’s director of safety and security, Conor Nolan, testified that post-incident checks found one engine needed a “rare” off the wing repair, but no broader safety risks were confirmed. Interesting - but what was the “rare” repair? Oil leakage? Leaky seals? That is a need-to-know item that has to be evaluated by an independent expert in order for the judge to be able to understand.

This dispute echoes concerns over “aerotoxic syndrome,” a debated condition linked to cabin air contamination in aviation.

The case remains unresolved, with Aer Lingus vowing to “meet the allegations head-on.” Outcomes could influence whistleblower rights in Ireland’s aviation sector, especially amid EU-wide scrutiny of airline safety reporting.

Hundreds of fume-related ill-health court cases worldwide have been either resolved or “settled” out of court - here’s a short-list. Only recently have cases been won by pilots in France, the court confirming that they were suffering from “aerotoxic syndrome” caused by organophosphate (and other toxic substances)-containing toxic fumes in the cockpit and cabin.

Part 2: Toxic Cabin Fumes: Report on Hidden Health Risks Deemed Too Sensitive for Public Release

Victim Impact Stories

… can be read about here. And there are more daily!

Delta Air Lines recently said it is replacing auxiliary power units (APUs), a type of engine, on its Airbus aircraft to address toxic fume incidents that can harm airline crew and passengers.

The airline confirmed that its replacing engines on more than 300 of its A320S in an initiative that began in 2022.

They do not do that for no reason.

Go to UNFILTERED to get all the necessary information bundled on one website - there are more national-specific sites across the world that are informing about this problem, and where people can ask for help.

We also have a PETITION going strong, updated regularly by Trudie Dadd, a former cabin crew member who has also lodge several FOIA requests.

Please join the over 132.753 others in support of CLEAN CABIN AIR:

STOP CONTAMINATED CABIN AIR IN AIRCRAFT!

and SUBSCRIBE!:

The HB-JCD aircraft, flying from Bucharest Otopeni (Romania) to Zurich (Switzerland) with 74 passengers and 5 crew members, diverted to Graz (Austria) due to reported smoke on board. The plane, en route from Graz, landed safely 19 minutes after the diversion decision. Following evacuation, 17 passengers and 4 crew members required medical attention, with 13 passengers sustaining minor injuries. By December 26, 2024, two cabin crew members remained hospitalised, and on December 30, 2024, a seriously injured flight attendant passed away. Three other crew members had minor injuries. The incident was caused by an uncontained engine failure. The deceased crew member was using Protective Breathing Equipment (PBE). (*Source Prof Dr Dieter Scholz, MSME)

Cabin crew members have raised concerns about inadequate protection and whether airlines will implement safety measures. In 2020, Lufthansa’s cabin crew workers’ council proposed equipping the fleet with Dräger X-plore 3300 half masks with filters, costing around €50 each, but Lufthansa’s management rejected the proposal. PV Kabine also suggested adding a statement to Lufthansa’s Flight Safety Manual to clarify the use of personal protective breathing equipment, which was also rejected. This suggests Lufthansa’s management does not support cabin crew using protective equipment during smoke incidents, seemingly prioritising passenger service over crew safety. (*Source Prof. Dr Dieter Scholz,MSME)

Toxic fumes on aircraft, often referred to as “fume events,” occur when harmful substances, such as engine oil, hydraulic fluid, or other chemicals, contaminate the cabin or cockpit air supply. These incidents are typically linked to the aircraft’s bleed air system, which draws compressed air from the engines to supply cabin ventilation. Below is a concise overview based on available information:

Causes of Toxic Fumes

• Uncontained Engine Failure or Oil Leaks: As seen in the HB-JCD incident, engine failures or oil leaks can release toxic fumes containing a multitude of substances - see a long list of 127 substances here, published by EASA, and here an updated list of over 300 substances by J.C. Balouet† PHD or volatile organic compounds into the air supply.

• Hydraulic Fluid or De-icing Fluid: Leaks or malfunctions can introduce chemicals like hydraulic fluid or glycol-based de-icing agents into the cabin air.

• Other Sources: Electrical faults, overheating components, or contaminated filters can also produce toxic fumes.

  Health Impacts

• Acute Symptoms: Passengers and crew may experience dizziness, nausea, headaches, respiratory irritation, or confusion during a fume event. Severe cases can lead to unconsciousness or neurological issues.

• Long-term Effects: Repeated exposure, especially for crew members, has been linked to “aerotoxic syndrome,” a term coined by three scientists in 1999 describing chronic symptoms like fatigue, memory issues, and neurological disorders.

In the HB-JCD case, 17 passengers and 4 crew required medical attention, with one flight attendant’s death linked to the incident, highlighting the potential severity.

*Source:
Read the: “Technical Analysis of the Accident: Swiss Flight LX1885 with an Airbus A220 – From Uncontained Engine Failure via Smoke on Board, A Dead Flight Attendant to Alleged Cover Up at Austrian’s Federal Safety Investigation Authority (SUB)”, by Prof. Dr Dieter SCHOLZ, MSME :

HERE

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Silent Skies is a 700-page novel that gets under your skin because it tells not just about a misfortune, but about the mechanics of our present. In times of fake news, political staging, and orchestrated media campaigns, Thorne hits a nerve. The book shows how dangerous simple explanations are—and how difficult it is to make room for the truth in today’s fast-moving media landscape.

The fact that Thorne bases his literary fiction on real investigative files gives the book a depth that goes far beyond mere constructed suspense. Silent Skies is thus not just a thriller, but also a critical reflection on power, the media, and the political instrumentalisation of disasters…

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Allegedly?

There’s nothing “allegedly” about this; here, you can read some victim impact stories . And also, not only “ pilot’s eyesight” can be affected instantly! STOP downplaying all the time!

”Exposure to toxic fumes can cause brain damage, a condition known as toxic encephalopathy. Symptoms vary but can include confusion, memory loss, difficulty concentrating, personality changes, tremors, and fatigue, with severe cases leading to seizures, coma, or death. Treatment focuses on stopping exposure and managing symptoms, but damage can be permanent.” (do a search on Google or elsewhere)

Immediate, respectively acute* symptoms can be (apart from hindering eyesight):

Cognitive Symptoms:

Memory loss, *difficulty concentrating, *confusion, *decreased consciousness, and *problems with executive functions.

Physical Symptoms:

*Headaches, *lightheadedness, *dizziness, tremors, *loss of coordination, and even seizures.

“A clear cause and effect relationship has been identified linking the symptoms, diagnoses and findings to the occupational environment. Recognition of this new occupational disorder and a clear medical investigation protocol are urgently needed.” (sic “Aerotoxic Syndrome: A New Occupational Disease?” by Susan Michaelis (†2025) , Jonathan Burdon, C. Vyvyan Howard.

”Aerotoxic Syndrome is a term used to bundle the adverse health effects, especially those experienced by aircrew, following chronic exposure to toxic VOC pollution coming from ‘pyrolysed’ jet oil fumes. These fumes enter the cabin air via the engines’ bleed air. These events are called “fume events.” In addition, more pollution gets into the cabin air from kerosene (refilling the aircraft) and carbon monoxide fumes during taxi from the exhaust fumes behind other aircraft and on-blocks at gate positions.

And on a side note: There is even more danger in the cabin air through contact and inhalation of insecticide sprays, which are used for hygienic reasons and to and from certain countries. They are even sprayed in-flight to kill off any form of insect.

For all of which, the airlines have generally taken to using the terms “odours” or “smells”. And of course, no harm is done.

What is Aerotoxic Syndrome?

Aerotoxic Syndrome is the term given to the illness caused by exposure to contaminated air in jet aircraft (fumes/fume events). This term was first introduced in a published paper in 1999 jointly written by Dr Harry Hoffman (†) of the U.S., Professor Dr Chris Winder (†) of Australia, and Jean-Christophe Balouet, PhD (†) of France.” (continue reading here)

How is the air contaminated?

A supply of pressurised air is required by humans to sustain life at high altitude. This air is supplied directly from the compressor section of the jet engine and is known as ‘bleed air‘. Unfiltered bleed air is mixed inside the aircraft with already recirculated cabin air at a ratio of 50/50. Although the recirculated air is subsequently filtered, all of the bleed air which originates from the jet engines is unfiltered. Here you can view EASA’s List of 127 toxic substances and the more recent updated version - 317 substances - detected by Jean-Christophe Balouet, PhD (†) HERE.

Read about the toxic fumes problem and the health impact exposure to them has on this website UNFILTERED - also find a medical protocol and laboratory protocol to help you and your (hopefully neurologically and toxicologically savvy) doctors. (Free downloads to take along to your surgery).

UNFILTERED - the website

Sources (sic) :
Independent.co.uk
as well as previous first publications in WSJ and msm, articles written by Ben Katz and team.

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The action is among the most forceful attempts by a significant American airline to address a concealed risk that has been more prevalent in recent years in contemporary air travel.

According to a Delta representative, the airline is currently 90% of the way through the process of replacing the engines, sometimes referred to as the auxiliary power unit, on each of its Airbus A320 family aircraft. As of the end of June, the airline operated 310 narrow-body aircraft, including 76 of the newest versions. (source*)

Read the story researched and written by Ben Katz HERE at msn

This is good news! Now all others must follow.

*Sources msn and WSJ

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UNFILTERED Website all info

The film, as the first independent investigative documentary of its kind, explores the history and effects of what has come to be known as “Aerotoxic Syndrome”. Insiders refer to this condition as one of the “dirty little secrets” of the aviation business.

This award-winning documentary gives this topic the recognition it so richly deserves. Victims and witnesses tell firsthand their stories of severe health effects following exposure to virtually poisonous air they inhaled on airplanes, which in many cases permanently altered their lives.

The majority of travellers are unaware that the air they breathe during flights is drawn unfiltered directly from the jet engines, which can contain harmful fumes with substances similar to nerve gases such as Sarin.

To this day, the aviation industry, regulators and politicians, despite overwhelming scientific studies and evidence, deny that such fumes may cause any harm to crews and passengers. But, leaked internal documents and industry studies, obtained by insiders and whistleblowers, reveal the opposite and that the problem of contaminated cabin air has become a growing concern for almost all airlines and all makes and models of aircraft.

English - Unfiltered Breathed In

Deutsch/German - Ungefiltert Eingeatmet

Francais/French - Le Syndrome Aérotoxique

Trailer

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UNFILTERED

Marie Boucher sat in the window seat in row 18A, on the left. She had skipped breakfast in her hotel room in Barcelona and wanted to eat a sandwich she had packed for herself on the flight back to Düsseldorf. But now it lay untouched on the folding table. Her gaze was fixed outside, on the jagged peaks of the French Alps. So beautiful, so white, so eternal, she thought.

Then she felt it. A slight but definite jolt. It was hardly worth mentioning, a fleeting movement in her stomach, like slight turbulence. Then a second one, stronger. And a faint metallic sound that no one could identify.

Marie turned towards the cabin. Nothing. The passengers around her were silent. Tired. Preoccupied. A young man in row 17 diagonally in front of her scrolled boredly on his smartphone. An elderly lady was reading El Pays. A child giggled somewhere further back, and the two stewardesses in their wine-red uniforms pushed their trolleys with miniature snacks and an equally modest selection of drinks further down the aisle towards the rear of the plane.

And then came the change. Slowly, gently, but noticeably. The nose of the plane dropped. Not abruptly – but steadily. A gentle descent, too gentle for an emergency, but too steep for routine,…”

"The result is a thriller that disturbs not through wild speculation but through its calm presentation of how power operates when accountability disappears into classification stamps and corporate liability shields, leaving only the conveniently dead to blame." (sic LAU)

Sam Thorne's Silent Skies…

… follows Sophie as she begins pulling threads that should lead to answers, but instead unravel into something far more disturbing than individual tragedy.

Inspired by the real 2015 Germanwings crash but boldly departing from accepted explanations, the novel asks a dangerous question: what if the rush to blame one man obscures something systemic, something that requires scapegoats to remain hidden?

Silent Skies

Read this powerful book review by LIES ARE UNBEKOMING: "Thorne excels at depicting the media ecosystem that transforms speculation into accepted fact...."

This gripping thriller is now available worldwide in

English at Amazon.com ,

English Amazon.co.uk

German Amazon.de

French Amazon.fr

and various book hubs such as Hugendubel, Thalia, Osiander.de, eBook.de, bücher.de, meinebuchhandlung.de .

Please share SILENT SKIES with your friends on your social media accounts!

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Share Take-Off: Aviation's Wounded Canaries

“The frequency of engine fume leaks into aeroplane cabins is not publicly reported by the Federal Aviation Administration, aircraft manufacturers, carriers, (Note: or other aviation administrations, such as EASA (Europe).”

I do not need to add anything to Benjamin’s articles. Please find the links at the bottom of this page.

I believe I have contributed enough to this subject, having written extensively over the past 25 years, including books. You just need to have a look at my website and all the articles here on Substack and Academia - save one thing, and that is always missing in articles written by professionals.

I must mention that, long before the issue gained attention in the USA, several organisations in Europe had been diligently pursuing this subject for decades, including the annoying and health-damaging practice of spraying toxic insecticides on certain routes, all over the passengers in the cabin.

Former aircrew who were harmed by the hazardous bleed-air fumes and the spraying of insecticides formed and continue to lead the majority of groups, respectively, keep their websites going in order for others to find all the information they need. Below, I'll include a list of those with specific information in the respective Nations’ languages and multilingual websites.

Please research them for information, such as victim impact testimonies, court cases, laboratory & medical protocol, interviews, documentaries, a list of chemicals contained in the fumes, and explanations about aerotoxic syndrome with the list of symptoms. Also, long lists of all the scientific evidence can be found (specifically on the website Unfiltered):

UNFILTERED (English and Spanish)

TOXIC.FREE.AIRLINES (English)

AEROTOXIC Association (English)

AVSA Association Victimes Syndrome Aerotoxique (French)

p-COC (German)

Stichting FlyAware (Dutch and English)

Petition, please - be the next to sign and join 132’740 others and share! :

PETITION

Understanding "Aviation's Wounded Canaries (by GROK)

"The phrase ‘Aviation's Wounded Canaries’ appears to be the title of a Substack newsletter by Bearnairdine Beaumont (also known as Bee Beaumont), focused on health and safety concerns in the aviation industry. The phrase itself is modern (tied to Beaumont's work since around 2010), from the metaphor of "canaries in a coal mine"—early warning signs of danger—the newsletter (and her website UNFILTERED) highlights potential risks to pilots, cabin crew, and passengers, often emphasizing overlooked environmental and occupational hazards like exposure to chemicals, cabin air quality, and related illnesses.

Key Themes from the Newsletter

• Health Impacts on Crew and Passengers: It discusses "mysterious ill-health" and symptoms linked to aviation-specific exposures, such as insecticides, cabin fumes, and other substances that may affect the central nervous system or pose carcinogenic risks. For instance, one referenced account describes a specialist diagnosing chemical-related injuries in someone exposed during flights.

• Broader Aviation Safety: The publication critiques systemic issues in commercial aviation, including historical accidents that exposed vulnerabilities (e.g., the de Havilland Comet disasters in the 1950s, which improved safety standards through lessons on metal fatigue and pressurisation).

• Advocacy and Awareness: Beaumont uses the platform to voice concerns about policy, regulation, and the need for better protections, positioning aviation workers and frequent flyers as "wounded canaries" signalling deeper industry problems.
  
  Why "Wounded Canaries"?

  • Literal Tie to Canaries: The islands are named after the Latin Canariae Insulae (Island of Dogs), but are famously associated with canary birds. The metaphor fits: Just as canaries warned miners of toxic gases, aviation incidents and health issues in the Canaries (and beyond) signal broader dangers like poor air quality or inadequate safety measures.

  • Modern Relevance: As of 2025, discussions around Beaumont's work continue on platforms like X (formerly Twitter), where she promotes the newsletter. It resonates amid ongoing debates on post-COVID aviation health, electric aircraft emissions, and climate impacts on flight paths.
    
    

Aviation's Wounded Canaries
Website UNFILTERED
Research & Reporting

My Articles, Research & Books at:
ACADEMIA
SUBSTACK
Bearnairdine Beaumont
MLA, CBS, NP, CiSci., Author/Writer
Former Airline Crew/ P1-Checkpurser B737/A320

Links to the articles and the author mentioned above :

**Wall Street Journal

*Benjamin Katz (lead-author)


Enough research has now been done. It’s time to start doing what is needed!

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