Aircraft air quality |
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IF YOU
THINK YOU WERE EXPOSED TO ENGINE OIL OR HYDRAULIC FLUID FUMES ONBOARD, CLICK HERE FOR
PRACTICAL ADVICE. Smelled dirty socks onboard? LA Times publishes in-depth investigative news piece: Highlights the ways in
which fumes can compromise flight safety (Dec. 17, 2020); also, LA Times published
two shorter companion articles, one describing how the Times conducted its investigation and the other
describing the most common odor descriptors for onboard oil/hydraulic fumes More reports of “dirty socks” fumes onboard: NBC news segment describes documented fume events that sent crewmembers
to hospital and potentially compromised flight safety (Aug. 16, 2017) Flight crew members say toxic air in plane cabin harmed their
health: Good Morning America segment raises travelers’
awareness about the potential for exposure to oil fumes inflight (Nov. 22,
2016) “Mystery illness” no so mysterious: Fume event reported on
British Airways flight 286, Oct. 24, 2016. Captain told air traffic control
that the diversion was necessary because of a “fume event” (listen to recording of exchange between ATC and captain, starting
at 3:10) Flight scheduled from SFO-LHR; diverted to YVR. “Unusual smell”
reported during cruise, some of the cabin crew felt unwell, emergency landing,
all 25 members of crew treated upon landing. One passenger said it smelled as
though someone took their shoes off. Another passenger said that medical
attention had been recommended, but the airline would not cover the cost,
quoted at $800 per person. In January 2017, a local news group reported that
the investigation is ongoing after a leaked
report described the effects on the crew. Background
information and practical advice: IF YOU THINK
YOU WERE EXPOSED TO ENGINE OIL OR HYDRAULIC FLUID FUMES ONBOARD, CLICK HERE FOR
PRACTICAL ADVICE. Because
of way that aircraft (with the exception of the Boeing 787) are designed and
operated, engine oil and hydraulic fluid fumes can contaminate the ventilation
air supplied to the cabin and flight deck…(Read more…) Many of the incidents reported to
AFA-CWA are detectable upon boarding or taxi out, but crewmembers are not
trained to either recognize or respond to odors or fumes that may contain toxic
engine oil or hydraulic fluid. Help to protect yourself by following these steps to better recognize
and respond to onboard smoke/fumes. Flight safety issues: IFALPA publishes Cabin Air Quality documents: The International
Federation of Airline Pilots’ Associations emphasizes the potential flight safety
hazards posed by inflight exposure to smoke/fire/fumes, and
recommends constructive engineering and training solutions. (Dec. 2018 position statement, Dec. 2018 five
page briefing leaflet, June 2013
position statement, Feb. 2013 safety bulletin) ICAO publishes Circular 344: The International Civil
Aviation Organization published a circular that provides guidance on education
and training for airline workers to recognize and respond to oil fumes onboard,
given the potential for flight safety to be compromised when crews breathe oil
fumes onboard. (Nov. 2015) Summary of documents
and investigative reports: Summary of a sample of published documents that
describe potential for comprised
flight safety caused by either confirmed or suspected crewmember
exposure to engine oil-contaminated air onboard aircraft (rev. 2016). The
earliest reference listed regarding exposure to “hot oil fumes” and the
potential for flight safety to be compromised is an aviation
medicine textbook published in 1939. FAA recognizes pilot exposure to oil fumes as “unsafe condition”:
Aviation
regulator mandates inspections and “corrective actions” in the air supply
system on one aircraft type
to prevent crew exposure to engine oil fumes. The presence of oil fumes in the
air supply system is not unique to this one aircraft type because all
commercial aircraft (except for the B787) use unfiltered engine bleed air for
ventilation, and all aviation engines are lubricated with chemically-similar
oils. In 1999, the pilot and copilot were both impaired during
the descent phase of a commercial flight descending into Malmo, Sweden. The
Swedish air accident investigation agency (SHK) investigated and published a
report with appendices. The engine manufacturer tested the quality of the bleed
air supplied by the defective engine and found
Additional information: Mobil Oil submitted neurotoxicity data on TCPs to the EPA (1988):
Importantly, in this Section 8(e) submission to the
EPA, Mobil reported that, based on its own test data, ToCP
content is not a reliable predictor of TCP neurotoxicity. (Note: To access the file,
click on the link above and then select “TSCA § 8(e) submission” and “View
substantial risk report.”) Counterpoint to
the most prevalent myths regarding exposure to oil fumes in the aircraft air
supply system: Article
published in the Journal of Biological Physics and Chemistry, 14: 122–132
(2014). You can access the abstracts of
other articles in that issue, all addressing some aspect of onboard
exposure to oil fumes, or access the full text of the
entire fumes issue in pdf format. German
researchers publish findings that may help to explain the cognitive deficits
reported by crews exposed to engine oil fumes: All aviation engine
oils contain a blend of tricresyl phosphates (TCPs)
which help to maintain the thermal stability of oil and reduce wear on the
engine. But when those oils contaminate the air supplied to the cabin/flight
deck, crews and passengers are exposed to fumes that contain TCPs which are
neurotoxic. One type of TCP is TOCP. TOCP exposure at high concentrations is
known to cause paralysis, and aviation and oil industry representatives
consistently claim that crews and passengers aren’t exposed to enough TOCP on
aircraft to make them sick. German researchers have now identified signs of
“functional neurotoxicity” in the brain cells of mice (in vitro) at very low
TOCP concentrations, and propose that this mechanism
may help to explain the cognitive difficulties reported by some crews and
passengers exposed to oil fumes on aircraft. Airbus Chief Operating Officer dismisses concerns over exposure to oil-contaminated bleed air on
its aircraft as “absurd”: At the Farnborough International Air Show, Airbus Chief Executive
Officer was asked if any of their aircraft will include non-bleed systems like
the Boeing 787. The short answer is “no.” Watch the press conference clip here. In contrast, Thomson Airways Communications Director acknowledges that the
cabin air onboard the B787 is “much cleaner”: The B787 is the only
commercial “bleed-free” aircraft flying today; specifically, it is uniquely
equipped with an electrically-driven compressor, such that there should be no
risk of the cabin and flight deck ventilation air being contaminated with toxic
engine oil smoke and fumes. The B787 is also designed to provide a lower cabin
altitude than other commercial aircraft of its size, which means a higher
oxygen content in the cabin air during flight. (July 2014) Published review of
fume events at one major US airline: Review includes description of impact of exposure to smoke/fumes on crew
health and flight safety. Sample of
media clips and links to films: NBC story regarding lawsuit filed against Boeing (2015). Also reported
by the Today Show and Chicago Tribune. 60 Minutes Australia: Story
on oil-contaminated ventilation air on aircraft, including extra interview footage (Dec. 1, 2013) CNN story on contaminated
air event at one US airline (2010). Collection
of additional media videos posted here. Aviation Herald reports details of 2011 oil fume incident
during flight from FRA to SFO: Article describes acute and
chronic health impact documented by cabin crewmember (Dec. 4, 2013) Investigative thriller A Dark Reflection: This Erin Brockovich-style investigative thriller is in production now. It tells the nail-biting
story of a UK journalist who is trying to unravel what the airline industry
knows about exposure to oil fumes inflight. You can watch the trailer, as
well as some short video clips introduced by
the Director. Investigative news story (Dutch news: Zembla):
Aired
May 9, 2013, investigates reports of compromised flight safety/ill health
reported by crews and largely denied by airlines. International Transport Workers’
Federation educational film: The ITF is a global organization with 690 member unions
representing over 4.5 million transport workers in 153 countries, including
AFA-CWA. “Contaminated Air: What You Need to Know” was released on July 28, 2012 to help educate airline workers about the potential for
exposure to oil fumes on aircraft, including practical steps to take if fumes
exposure is either suspected or confirmed Videos that describe
how aircraft engine “bleed air” can be contaminated with oil smoke/fumes - Part 1, Part 2, Part 3, Part 4: Educational tool created by Austin
Byrd at the Tennessee Technology Center of Memphis (aviation maintenance
school). Documentary
films on this subject include Welcome Aboard
Toxic Airlines (2007) and Angel Without Wings (2011). Purchase DVDs online at an AFA-negotiated
discount of 50% off. Order here and enter code: 2024341300 at checkout.
Available reference and reading material includes Aviation
Contaminated Air Reference Manual and Toxic Airlines. Additional stories/historical: Oct 2011: Boeing suit settlement stirs jetliner air safety debate, Boeing concerned about contaminated air as early as 1953 –
msnbc.com stories
Mar 2011: UK
Department for Transport releases report into flight deck air quality
measurements onboard 100 UK flights, conducted by researchers at Cranfield
University (Part I, Part II). Report concludes no problem with aircraft air supply
contamination. Read counterpoint here. 2008-09: King 5 News
in Seattle ran an exclusive story in early 2009. In April 2008, the BBC
highlighted the dangers of breathing contaminated aircraft air on its news
program, "Panorama." March 2009: ASHRAE
President sent this
letter to the heads of FAA and its European counterpart, EASA, urging the
two agencies to investigate and determine the requirements for bleed air
monitoring and solutions to prevent bleed air contamination with engine oil.
This action was unanimously approved by members of the ASHRAE Aircraft Air
Quality committee (SSPC-161P) in attendance at the Jan. 2009 meeting Sept 2008: Australian
aviation regulator, CASA, has convened an independent Expert Panel on Aircraft Air Quality (EPAAQ). The EPAAQ has a
broad mandate, covering both safety and occupational health and safety matters.
The panel will review the evidence and prepare a report with recommendations.
The report is expected to be delivered by the first quarter of 2010. The CASA website states that “Individuals and
groups representing aircrew members have raised concerns about the possibility
of low level chronic exposure to contaminants in
aircraft cabin air leading to potential long term health effects. Some flight crew have reported a variety of symptoms that they have
associated with cabin air quality. The evidence based
relationship between cabin air exposures (either in normal operations or
following incidents) and ill health in aircraft crews has been difficult to
ascertain. The expert panel will: review existing literature on cabin air
quality; seek submissions from interested parties who wish to provide evidence
for consideration by the panel; and review the evidence and submissions and
prepare a report with recommendations.“ Dec. 2007: At long last, the ASHRAE Aircraft Air Quality
Standard 161-2007 has been published. It is a voluntary standard,
but represents the best consensus between industry and crewmember
unions, and it includes provisions to prevent hot cabin conditions, limit
exposure to oil fumes and pesticides, require gaspers in crew work areas, and
more. Read about the highlights. Email AFA with any questions. Jan 2007: Australian Transportation Safety Board
releases report
on pilot incapacitation, citing exposure to toxic fumes as the
second-leading cause. April 2007: UK Air Accidents
Investigation Branch issues incident report regarding oil fumes in flight deck
and a necessary diversion. Report recommends that EASA and the FAA require
a flight deck detection and warning system for oil smoke/mist. March
2006: Swiss Transportation Safety Board incident report concludes that
exposure to oil fumes compromised ability of the copilot during approach
and landing, that the captain had not donned his oxygen mask, and that the
aircraft had a history of odors/fumes that had not been addressed. Aug
2005: OSHA succumbs to
pressure to settle case with ExxonMobil (see Aug 2004). Crewmembers and their doctors need to understand that the
current "warnings" that ExxonMobil has published ignore the health
risks associated with inhalation of engine oils and ignore the toxicity of meta
and para isomers of the neurotoxic tricresylphosphates.
Bottom line: if you are a hen, drink large volumes of engine oil, and
are only worried about short-term effects to your peripheral nervous system,
then the current warnings on the ExxonMobil labels and data sheets are okay. Aug
2004: OSHA cites
engine oil manufacturer Crewmembers
and passengers can suffer neurological damage after exposure to aerosolized oil
mists in the cabin and cockpit of commercial aircraft. In Feb 2004, AFA filed a
complaint with OSHA, stating that ExxonMobil had,
without basis, watered down the warnings about nervous system damage on the
labels and Material Safety Data Sheets of its jet engine oils. ExxonMobil was
relying on research that was incomplete and irrelevant to the exposure
conditions and symptoms experienced by crewmembers and passengers. June 2004: FAA acknowledges
that exposure to pyrolyzed engine oil can cause impairment of the
operational skills and abilities of the flightcrew, which could result in
reduced controllability of the airplane.” Policy applies to BAe146 aircraft,
but all commercial aircraft have bleed air system and all use chemically
similar oils 2004: Aviation
Organophosphate Information Site (AOPIS) releases documentary video on
aircraft air supply contamination and the serious health effects it can
cause among flight attendants, pilots, and passengers July 2003: AFA review of
FAA response to 2002 National Research Council committee recommendations on
aircraft air quality In January 2002, the NRC Committee on Air
Quality in Passenger Cabins of Commercial Aircraft released a report
that detailed its year-long assessment of air quality on commercial aircraft,
including ten recommendations. In response, the FAA acknowledged that it “has not kept pace with
public expectation and concern about air quality and does not afford explicit
protection from particulate matter and other chemical and biological hazards.”
To date, though, the FAA has still failed to take any meaningful action. June 2003: Aircraft air
quality: What's wrong with it and what needs to be done AFA
submission to the Aviation Subcommittee of The Transportation &
Infrastructure Committee, US House of Representatives. Association of Flight
Attendants, AFL-CIO. Also see passenger
submission to Aviation Subcommittee hearing June 2003: Timeline of events
related to the introduction of ozone exposure standards on commercial aircraft,
1976-1983 Association of
Flight Attendants, AFL-CIO Feb 2003: Position paper of
the International Task Group on Aircraft Air Quality Labor group
under the International Transport Workers' Federation concerned about aircraft
air quality; members represent cabin crew in the US, Australia, Canada, Europe,
Mexico, and South America. Jan 2003:
FAA issues a
recommendation (not a regulation) that aircraft passengers not be left without
ventilation for more than 30 minutes. We are unaware of action by
the airlines to implement this recommendation as policy. Nov 2002:
Update on oil
switch at Alaska Airlines and its relevance to crew and passenger health Aug 2002:
UK regulator
issues recommendations to airlines in light of increased number of reports of
pilot incapacitation Oil leaking from the engines or APU into the
air supply systems cited as "the most probable source" of the
reports, and state that reducing occurrences of oil contamination will also
reduce the risk of flight crew incapacitation. Jan 2002: One page
synopsis of NRC report on aircraft air quality Association of Flight Attendants, AFL-CIO
Nov 2001:
Swedish aviation authority (SHK) investigation into air quality incident
onboard a commercial flight Nov 1999 during which the captain was
incapacitated inflight when exposed to oil fumes. The first officer and the
flight attendants also reported symptoms. Jan 2001:
AFA submission to the NRC Committee on Air
Quality in Passenger Cabins of Commercial Aircraft Oct 2000: Air Safety and
Cabin Air Quality In the BaE146 Aircraft Official
report outlining two-year bipartisan Australian Senate inquiry into complaints
of ill health and compromised aviation safety on the BAe146 aircraft 1956: Early
recognition of oil fumes “problem”
US Air Force biochemist/researcher publishes a paper which recognizes
“the problem” of exposure to oil fumes on commercial and military aircraft.
Some FAA
regulations and recommendations:
Search
14 CFR Parts 25 and 121 for the following current
and historical regulations: 14
CFR 25.831 – Design standard for ventilation, carbon dioxide, carbon monoxide 14
CFR 25.832 – Design standard for ozone 14
CFR 25.841 – Design standard for cabin altitude and depressurization limits 14
CFR 121.578 – Operating standard for ozone (not enforced with measurements) 14
CFR 121.219 – Operating standard that cabin be "suitably ventilated,"
plus an operating limit for carbon monoxide (not enforced with measurements) Airworthiness Directive 2000-15-17 (required): Only applicable to certain
aircraft, intended to prevent leaks in particular hydraulic fluid lines that
can result in smoke and odors in the passenger cabin or cockpit (Effective Sept
12, 2000) Advisory Circular 121-35:
Recommend that passengers not be left without ventilation for more than 30
minutes (Jan 16, 2003) Advisory Circular 121-36:
Information on possible allergic reactions (peanuts, etc)
in-flight (Dec 31, 2002) Advisory Circular 120-38: Guidance for airlines to comply with ozone regulations
(Oct 10, 1980) |
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