2019 International Aircraft Cabin Air Conference: Conference Proceedings – Presentations

2019 INTERN A TIONAL AIRCRAFT C ABIN AIR CONFERENCE CONFERENCE PROCEEDINGS Presentations of the 2019 International Aircraft Cabin Air Conference 17-18 September 2019 Imperial College London Tristan Lorain (Con ference Director) Dieter Scholz , Susan Mi chaelis (Edit ors) CONFERENCE PRO CEEDINGS Presentations 2019 Inter natio nal Aircraft Cabin Air Conference 17 -18 Septe mber 2019 , Imperial College London London: Global Cabin Air Qual ity Executive (GCA QE) 2019 2 Conference Homepage: https://www.aircraftcabinair.com Conference Proceedings Homepage: https://zenodo.org/communities/ aircraftcabinair DOI: https://doi.org/10.5281/zenodo.4626253 URN: https://nbn-resolvin g.o rg/urn:nbn:de:g bv:18302-aero2019 - 09 - 17 .013 Associated URLs: https://nbn-resolvin g.o rg/html/urn: nbn:de:gbv:18302 -aero2019- 09 - 17.01 3 © by auth ors The work is licensed under a Creative Commons Attributio n 4.0 International License: CC BY https://creativecommons.org/licenses/by/4.0 Published by Aircraft Design and Systems Group (AERO) Department of Automotive and Aeronautical Engineeri ng Hamburg University of Applied Science This report is deposited and archived: • Deutsche Nationalbiliothek ( ht tps:/ /www.dnb.de ) • Repositorium der Leibniz Universität Hannover ( https://www.repo.uni-hannover.de ) • Internet Archive ( https://archive.org ) Item: https://archive.org/details/AircraftCabinAir-20 19.pdf 3 Introduction The International Aircraft Cabin Air Conferences are developing into a series of conferences organized every two ye ars . The conferences are mapping the business, regu la tory an d technical solutions to aircraft cabin air contamination. The conferences i n 2017 and 20 19 p rovi ded netw orking o pportunities for those seeking to understand the sub ject of contaminated a i r , the flight safety im plications, the latest scientific and medical evidence investigating the contaminat e d air debate an d the solutions available t o airlines and aircraft operators. The two conf erences held so far have been the most in-depth conferences ever on the topic of aircraft cabin air contamin ation. By way of expert global independent and industry spea kers, the Aircraft Cabin Air Conferences seek to achieve the following key objectives :  Provide a historical overview of the contaminated air issue and its causes.  Map out the flight saf e ty aspects of contaminated air th r ough case studies, discussion and air accident investigation findings.  Disseminate the latest medical an d scienti fic theories and findings on the health aspects of exposure to contaminated air.  Give guidance of the regulatory aspects of cabin air quality.  Examine t he lat es t development t owar ds bleed air filtration, cont ami nated air warn i ng sensor systems and other potential solutions.  Provide an opportunity for n etworking and sh aring good practice to facilitate better inter-agency working. Please refer to the Conference Programme 2019 ( h ttps://doi.org/10.5281/zenodo.4554737 ) for additional information not repeated here:  Sponsors and S upporters  Welcome by the Conference Director, Captain Tri stan Loraine  Contaminated Cabin Air Key Timeline 1930 – 2019  Agenda  Introduction to the GCAQE  Bleed Air Simplified  Conference Speakers 4 In total 30 p rese ntation s were given at the 2019 Int ernational Aircraft Cabin Air Conferenc e (ACA 2019) . Th is docum ent c ontain s the 2 5 presentations provided by the authors. It combines the presentations into one PDF for further dissemination and arc hiving. Single pr esentat ions can be retrieved f or reading an d can be quoted conveniently also by their individual Digital Object Identifier (DOI). They are li st ed on the Conference Pr ocee dings Homepage: https://zenodo.org/communities/ aircraftcabinair . The DOI of ea ch presentatio n is given in the Table of Contents . Citation of Proceedings (ISO 690): SCHOLZ, Die ter, M ICHAELIS, Susan (Ed.). 2 019 International Aircraft Cabin Air Conference : Conference Proceedings – Presentations . London: GCAQE. Available f rom: https://doi.org/10.5281/zenodo.4626253 Citation of an individual article in the proceedings (ISO 690): LASTNAME, FirstName, 20 19. ArticleTitle. In: SC HOLZ, D ieter, MICHAELIS, Su san (Ed.). 2019 International Aircraft Cabin Air Conference : Conference Procee din gs – Pre sentations . Lon don: GCAQE. Available from : https://doi.org/10.5281/zenodo.4626253 Independent citation of an individual article (ISO 690): LASTNAME, FirstN a me, 2019. ArticleTitle . Presented at the 2019 Int e rnational Aircraft Cabin Air Conference (Imperial College London , 17 - 18 September 2019). Available f rom : https://doi.org/10.5281/zenodo. .. 29 filmed presentations of t he Aircraft Cabin Air Con ference 2019 are avail able at https://vimeo.com/ondemand/aca2019 f or purchase. A trailer can be played an d gives an impression of the two co nferences. The presentations were formatted b y the authors. T hey are given h e re in alp habetical order by author last name. Neither the conference organizers nor the editors or publishers can be held responsible for inaccuracies or errors in any included presentation. Dieter Scholz 5 Table of Con tents Judith Anderson: Oil Fume Events on Aircraft: How Often? https://doi.org/10.5281/zen o do.4464331 Jonathan Burdon: An Approach to th e Investiga tion of Symptomatic Pers ons after Exp os ure to Aircraft Fume Events https://doi.org/10.5281/zenodo.4464387 Tony Cab l e: A Brief Background - An Air Accident Investigato r's Perspective https://doi.org/10.5281/zenodo.4464436 James E. Cone: Occupational Health Pro blems among Flight Attendants https://doi.org/10.5281/zenodo.4464491 Judy Cullinane: Lega l Summary https://doi.org/10.5281/zenodo.4464506 Marcus Diamond: Cabin Air Sampling of Org anophosphates during Fume Events in Australi a https://doi.org/10.5281/zenodo.4464851 Daniel Dumalin: Aircraft Cabin Air – Neurotoxicity https://doi.org/10.5281/zenodo.4464526 Cliff Edwards: Making the Safety Case for Aircraft Operators (F ume Risk in the Cabin/Cockpit ) https://doi.org/10.5281/zenodo.4464532 Gitte Furdal Damm: Flight Crew Related Issue s https://doi.org/10.5281/zenodo.4464502 6 Richard Hansen: Suspected Air Quality Pr oblems on Board - Experiences & Actions https://doi.org/10.5281/zenodo.4464536 Vyvyan Howard: Why the Brain Is the Most Vulnerable Target Organ in Chronic Organo -Phosphate Exposure https://doi.org/10.5281/zenodo.4464541 Byron Jones: Bleed Air Contamination Detection https://doi.org/10.5281/zenodo.4464547 Victor Leung: Deoxo(TM) Ozone and Ozone/VOC Conve rters: Essential for Cabin Clean Air https://doi.org/10.5281/zenodo.4464555 Margaret of Mar: GCAQE Closing Speech https://doi.org/10.5281/zenodo.4501505 Nick McHugh: Contaminated Cabin Air: A Flight Sa fety Issue https://doi.org/10.5281/zenodo.446 4561 Susan Michaelis: The Regulatory Implications of Bleed Air Supply Contamination https://doi.org/10.5281/zenodo.4474513 David Michaels: The Triumph of Doubt: Da rk Money and the Science of Deception https://doi.org/10.5281/zenodo.4464573 Rick Mlcak: Monitoring Cabin Air Qu ality on Commercial Aircraft https://doi.org/10.5281/zenodo.4464581 Ricardo Pavia: Dealing with Cabin Odor Events https://doi.org/10.5281/zenodo.4464585 7 Jordi Roig : Respiratory Disease Caused by Aerotoxic Syndrom e: A Case Series https://doi.org/10.5281/zenodo.4464591 Dieter Scholz: Cabin Air Contamination – A Summary of Engine eri ng Argume nts https://doi.org/10.5281/zenodo.4450241 Moira S omers: A GP's Perspective on Fume Events over 20 Years https://doi.org/10.5281/zenodo.4464599 David Stein: Collaborative Developm ent of an Aircraft Fresh Air Filtration System https://doi.org/10.5281/zenodo.4464609 Terry Tetley: Health Effects of Air Pollution https://doi.org/10.5281/zenodo.4464629 Antti Tuori: IFALPA Position on Cabin Fume Events https://doi.org/10.5281/zenodo.4464637 Fume ev en ts on air cr a ft: “Ho w oft en? ” Judith Ander son, MS c CIH Indus trial Hy gienis t Air Saf ety , Health and Security Departmen t Association of Fligh t A t t endan ts-CW A, AFL - CIO Aircraft Cabin Air Confere nce 2019 Imperial College London Sept. 18, 2019 F AA F orm 8020-23: Acciden t/Inciden t R eport F orm • Inciden ts mus t be r eported -- “ An occ urr ence other than an accident, associa t ed with the oper ation of an air cr aft, which af f ects or could af f ect the saf ety of oper ation. ” ( F AA Or der 8020.11D , 2018 ) Ex cerpt fr om r eporting f orm: • The F AA guidance to its inspect or s on ho w t o meet this incident r eporting or der lis ts v arious incident types; NMAC , PD • “If an y F AA employ ee r eceiv es a r eport of a UFO , the individual making the r eport should be r e f err ed t o the near es t scien tifi c es t ablishmen t or ins titut ion of higher learning that has e xpr essed in t er es t in such r eports. If concern is e xpr essed that lif e o r pr operty migh t be endanger ed, r e f er the individual t o the local police departmen t. ” (F AA O r der 8900.1, V ol. 7, Ch.1, 7-36 (C)(4)) ht tp://f sims. f aa. go v/wdoc s/8900.1/v07%20i nves tig ation/ chapt er%2001/07_001_002 _chg_54c.htm One ans w er t o “how oft en” • On F eb. 14, 20 12, US Congr ess passed this la w: Aug 16, 2013 (18 mon ths la t er)… Summar y of tha t F AA “r eport ” 18 oil/h y dr aulic fume ev en ts per 104.9 million fligh ts = 0.0000001 7 or 1.7 x 10 - 7 ev en ts per fligh t Or 1 ev en t per 5.8 million fligh ts If some thing neg a tiv e doesn’t happen v ery oft en, then it ’ s eas y t o jus tify not doing an y thing about it, especially if the consequences of it happening c an be downpla y ed and dismissed. (Lit tle or no dat a = lit tle or no pr oblem) Mar ch 4, 2014 F AA r espo nse t o F OIA r eques t • B y la w , F AA mus t mak e an initial r esponse t o F OIA r eques t within 20 busi ness da ys . • I r eceiv ed m y fir s t r esponse a ft er 83 busines s da y s • 383 business da ys a ft er m y initial r eques t, including r esubmit ting it, making phone c alls and sending c oun tless emails… Oil and h y dr aulic fumes: How oft en? • 2016 – published r esear ch paper • F AA da t abases: 2007- 12 • 1 ev en t per 5,00 0 fligh ts • 2013 - F AA r eport t o Congress • Claimed F AA dat abases: 200 2- 11 • 1 ev en t per 5.8 million fligh ts • “ e xtr emely low occurr ence ” Ar e an y of these da t a c omp r ehensiv e? • Undoubt edly , these da t a are only a subse t of the airline- r eport ed fume ev en ts in the US. • “Fume, odor , smell, smok e, and bleed air ” ar e not the only sear ch t erms f or fume ev en ts. • The r eporting rul es ar e very limi t ed in sc ope. • Ther e is evidence tha t airlines underr eport. -F AA, August 2013 r eport to Congr ess • GL OBALL Y , ther e ar e no na tional a via tion f ume ev ent r eporting s y s tems f or cr ew s/passenger s, despit e decades of r ecommendations to cr eat e one. • In the US, the “ ser vice difficulty r eporting ” r egula tion e x cludes gr ound - based fume ev en ts and “NFF” fume ev en ts, gua r an t eeing that the number of r eported fume ev en ts will be signific an tly do wnpla y ed. • Ther e is evidence that US airlines significan tly underr eport (ev en r eport able ) fume ev en ts t o all thr ee dat abases. In summary: R ec ommended action 1. SDR languag e needs t o chang e: And airlines should actually be held acc ount able t o f ollow this r egula tion. R ec ommended action: 2. Manda t e that airlines tr ain cr ew and main t enan ce w ork er s t o r ecogniz e, r espond t o , and report fu mes, per ICA O Cir cular 344- AN/202 • Pr ompt r ec ognition and r esponse will mitig a t e e xposur e t o fumes • R eliable r eporting ess en tial t o de finin g and addr essing the pr oblem • Does not r equir e an y t echnology or changes t o the air cr a ft; common s ense R ec ommended action: 3. Airlines need t o be mor e discrimin a ting cus t omer s • Ab sen t a via tion r egula t or s actually doing their job, airlines need t o be mor e dis criminati ng cus t omer s. Airlines need t o cr ea t e demand f or non-bleed s ys t ems and bleed air filt er s/ sensor s by t elling manuf actur er s tha t the y w ant t o buy them. (This is s t arting…) In closing… • La t e 2014, I filed another FOIA reques t wit h the F AA, asking f or a cop y of the 69 fume ev en t r eports (and especially the 18 oil fume r eports) tha t the y t old Congr ess about , plus documen t ati on f or how those r eports w er e select ed. • And this time, aft er only 47 biz da y s and a f ew pes t ering emails, I r eceiv ed this r esponse… Fume e v en ts on air cr aft Cabin Air Saf ety A ct of 2019 Intr oduced April 10, 2019 Time of Pr esent a tion / Injury • Time of pr esen t ati on with illness aft er FE imp ort ant • In -Fli gh t • Immedia t e P os t Fligh t • La t e / Sub sequen t • Mos t r eport s ympt oms in-fligh t or immedia t ely aft er • Fume e ven t / Smok e / Long -t erm lo w dose e xposur e (mon ths / y ear s) • Indus try se t s t andar ds – PRO TE CT MOS T - NO T EVER Y ONE ! Time of Pr esent a tion / Injury • Indus try se t s t and ar ds PR O TE CT MOST - NO T EVER Y ONE ! • Se t f or gr ound le v el • Not applic able t o cabin en vir onmen t • Altitude / comple x pyr oly sed mixtur es Pr esen ting S ympt oms • Pr esen ting s ympt oms - described el sewher e • Ma y in v olv e all or g an s ys t ems • Dur a tion • Hour s, da ys, w eek s, mon ths • Someti mes, fu ll r ec ov ery nev er occur s S ymp toms Experienced aft er FE - Summary _________ ___ _____ ___ __ Neur ot o xic Neur op s y chological Gas tr oin t es tinal R espir at ory Car diov asc ul ar Muc osal irrit a tion Winder et al 2005 In -Fligh t In v es tig a tion o f Fume E v en t: En vir onment al R ecor d • T ype of air cr aft • When did ev ent occur (s t age of flight)? • Wher e in the air cr a ft? • Wha t happened (smell, fumes, smok e)? • How long did the ev en t con tinue? • Describe type of smell • Who and how man y (x out of y) af f ect ed? • R ecor d air quality monit or r ecor dings (if a v ailable) Medic al In v es tig a tion of Fume E v en t: In-Fligh t • Det ailed car e ful his t or y of FE including sev erity • R ec or d • Pr e vious FE e xpos ur e and fr equency , leng th of service • S ympt oms and pr ogr ession of s ympt oms • Observ ations of other s • An y tr ea tmen t giv en/used • O xy g en use (when/d ur ation) including flow r a t e • Unusual beha viour • Pr e-e xis ting medic al c onditi ons • T r ained medic al pe r sonnel ma y r ec or d mor e • T r ea tmen t giv en Medic al In v es tig a tion of FE: P os t Fligh t • Medic al, occupa tional and FE e ven t his t ory as be f or e • Will be mor e de t ailed – doctor s in v olved ! • His tory of c ar eer f lying time • Det ailed clinic al e x amina tion • All or g an s y s t ems • Emphasis on pr esen ting c omplain ts, neur ologic al and r espir a t ory s y s t ems • Men t al and c ognitive st a te import ant • Special i n ves tig ations - appr opriat e f or pr esen ting complain ts Medic al In v es tig a tion of FE: P os t Fligh t • Special In v es tig a tions • Collect blood as soon as possible (r ec or d time fr om e xposur e) • Choli nes t er ases (r ec or d c ollection time) – activity assa y v Mass spec • R outine biochemis try , haemat ology , muscle enz ymes • Other s, as clinic ally indic at ed • Carbo xyhaemoglobin - HbC O (within 2 hr s pos t fligh t, ma ximum 4 hr s) • Me thaemoglobi n • Collection time should be r ecor ded as well as time fr om e xposur e. Medic al In v es tig a tion o f FE: Ong oing Biomonitoring • Aft er immedia te pos t fligh t assessmen t • In v estig a tions based on clinic al indic ation • Commonly blood and urine • Noting need f or r epea t cholines t er ase measur emen ts • Unlik ely pr e-e xposur e lev els measur ed • Measur e ag ain a t week 1, 4, 12 w eek s or s ymp t om s t ability • Number agen ts / V OC s causing s ymp toms – pr obably not jus t T CP • Ongoing biom onitoring allo w s t o xic ologic al assessmen t r elativ e t o s ympt oms Medic al In v es tig a tion o f FE: Ong oing In v es tig a tions • In v es tig a tions based on clinic al indi c a tion • In particular • Neur onal and glial aut oan tibodies – indica t e neur onal injur y and gliosis • Det aile d lung function t es ting ma y be needed t o det ec t r espir at ory injur y • Neur ologic al de f ec ts – MRI sc ans, MRI/PET sc ans mor e sensitive • Neur obeha viour al – T es ts include Coding tes t (Pr ocessing speed), Pr oblem so lving , Learning , Memory , Sle ep s tudies and other s • Malignancy – Emer ging r eports of some cancer s Serious Incident ▪ Annex 13 definiti on: • ‘ Circums tances with a high probability of an acci dent ’: • “ The diff erence betwee n an acci dent and a serious incide nt lies only in the result ”. ▪ Annex 13 lis ts exa mples, includin g: • ‘ Fires and smoke in the c abin ’. • ‘ Flight crew emer gency use of oxygen ’. ▪ Pilot impairme nt would qualify. 2019 Cabin A ir Confe rence, 17 Sept 2019, Tony Cable, AFTA Ltd 5 Purpose of Investigatin g ▪ Annex 13 define s the objective of inves tigation as: • ‘Solely to prevent acci dents or inc idents .’ • ‘It is not the purpose to apportion blame or lia bility .’ 2019 Cabin A ir Confe rence, 17 Sept 2019, Tony Cable, AFTA Ltd 6 Contamination Event s ▪ Frequency of airliner cabin air contam ination: • Aviation Safety websites suggest to me that there tend to be ar ound 2-3 reporte d cases/da y : • Smoke. • Fumes/Mist. • Odour. ▪ Result: • Genera lly a flight a bort and la nding. • Possibly with pilot(s ) impaired. • Certainly costly . 2019 Cabin A ir Confe rence, 17 Sept 2019, Tony Cable, AFTA Ltd 7 Incident Investigat ion ▪ Inves tigation of Incidents: • Officia l investiga tion resourc es are ofte n limi ted. • Most accident investiga tion bodies only inves tigate incidents des ignated as a ‘Serious Incident’. • The decision to make this designat ion: • Is generally by the responsible ac cident investigation body . • Tends to be subjectiv e. 2019 Cabin A ir Confe rence, 17 Sept 2019, Tony Cable, AFTA Ltd 8 Air Contamination Investigation ▪ Irrespe ctive of Anne x 13: • Possible that many contam ination ev ents are not subject to official inves tigation. 9 2019 Cabin A ir Confe rence, 17 Sept 2019, Tony Cable, AFTA Ltd Account of One Even t • “ During the des cent both crew me mbers began to feel disorienta ted and found that they had to concent rate hard to carry out their normal duties. At this point the commander began to fe el ‘confuse d’. • The flight cr ew expre ssed concern tha t neithe r had detecte d the sl ow degradation in their performa nce as this only became fully apparent afte r they had donned oxygen masks and began to rec over. ” 2019 Cabin A ir Confe rence, 17 Sept 2019, Tony Cable, AFTA Ltd 10 Sources of Contaminatio n ▪ Principal possible sourc es: • Electr ical sy stem malfunc tion. • Hy dra ulic sy stem malfunc tion. • Oven overheat . • Consumer elec tronics battery overheat. • APU oil. • Engine oil. 2019 Cabin A ir Confe rence, 17 Sept 2019, Tony Cable, AFTA Ltd 11 APU – Auxiliary Power Unit Cabin Air Source ▪ Typica l source of pres surised conditioned air for an airliner cabin: • Air bled fr om the c ompressors of the gas tur bine engines (a nd/or from an APU). 2019 Cabin A ir Confe rence, 17 Sept 2019, Tony Cable, AFTA Ltd 12 Engine Oil Containment ▪ Engine shaft bearings : • Multiple bearings: • Contained in bearing chambers inside the engine. • Lubricated and cooled by engine oil. ▪ Separation of oil from bl eed air: • Laby rint h or c arbon se al at e ach end of the bearing chamber (where penet rated by a rotating shaft). 2019 Cabin A ir Confe rence, 17 Sept 2019, Tony Cable, AFTA Ltd 13 Seals ▪ Seal pre ssurisa tion: • Pressurised air is app lied to the outside of the seal. • The aim is to regulate the pressure s so as to maintain an airflow into the bearing chamber. • This should prevent oil escape from the chamber. • The pres sure must be limi ted to avoid: • Wastage of compressed air. • Excess ive air flow into the oil sy stem. 2019 Cabin A ir Confe rence, 17 Sept 2019, Tony Cable, AFTA Ltd 14 Types of Recommendation Made - 2 Recom mendatio n Number Research - oils and effect on health 8 Develop treatment protocol 1 Research – identify oil contaminants in cabi n air 1 Detection/W arning sy stems 7 Filtration 1 Emergency evacuation proce dures 1 Safety risk ass essment 2 2019 Cabin A ir Confe rence, 17 Sept 2019, Tony Cable, AFTA Ltd 21 Sample Recomm endation - 1 ▪ UK AAIB Safety Recomm enda tion 2007- 002 (paraphras ed): • ‘ It is re commended tha t the EASA and the FAA consider re quiring a system to provide a flight deck warning of smoke or oil mist in the air deliver ed fr om each air conditioning unit .’ 2019 Cabin A ir Confe rence, 17 Sept 2019, Tony Cable, AFTA Ltd 22 Sample Recomm endation - 2 ▪ German y BFU - Safety Recommen dation 07/20 14 (paraphrased): • ‘ EASA should impl ement a demonstra tion of compliance of cabin air quality during type cert ificatio n of airc raft, engines and APU such that . . . . . . . . permanent adv erse hea lth ef fects resulting from contaminated ca bin air are precl uded .’ 2019 Cabin A ir Confe rence, 17 Sept 2019, Tony Cable, AFTA Ltd 23 Investigation Output ▪ Output – aim ed at preventi ng recurrence: • Published information: • From which others can learn. • Safety Recommendation s : • Principal output. • Generally addressed to: – Airw orthiness Regulators. – Manufacturers. – Operators. 2019 Cabin A ir Confe rence, 17 Sept 2019, Tony Cable, AFTA Ltd 24 Response to Recommendations ▪ Are Reco mmen dations likely to be effective at preventin g recurrence?: • Only if the re cipients take eff ectiv e ac tion. ▪ Do rec ipients tend to take effective ac tion?: • Very freque ntly not, in my exper ience. 2019 Cabin A ir Confe rence, 17 Sept 2019, Tony Cable, AFTA Ltd 25 Experience of Recommendations ▪ In my expe rience : • The aim of many recipie nts appear s to be to av oid taking action: • Often apparently on the ground s of cost: – but short-term vs much larger potential long-term cost. • It seems that lar ge aircraft manufacturers can and do have appreciable influence on their regulator. 2019 Cabin A ir Confe rence, 17 Sept 2019, Tony Cable, AFTA Ltd 26 Wording of Recommendations ▪ The wording can i nfluence the effe ctivene ss: • Wording along the lines o f: – “ The regulator shall require . . . . . “ • Is m uch better than: – “ The regulator shall consider req uiring . . . . . “ • The “ cons ider ” Recommen dation comm only seems to be a waste of time. 2019 Cabin A ir Confe rence, 17 Sept 2019, Tony Cable, AFTA Ltd 27 “Procedures Not Follow ed” ▪ A common response to a Rec ommendation: • ‘ Ground/flight cr ew didn’t follow correct procedure .’ • ‘ This caused the accident .’ • ‘ Thus corrective action is not required .’ ▪ This ignores the fac t that crew might not always follow procedures , becaus e of: • Accidental omission – an inevitable Human Factor. • Task overload in a very highly confusing situati on . • Consequent sheer i nability to identi fy the situation, and thus the nece ssary procedure . 2019 Cabin A ir Confe rence, 17 Sept 2019, Tony Cable, AFTA Ltd 28 Cabin Air Recommendations ▪ Known inves tigations of inc idents: • 45 Saf ety Recommendations : • From over 15 published reports. • Carried out by over 13 inve stigation bodies. ▪ Response to Recomme ndations: • Often difficult to as sess in detail ov er an extended period if a Rec ommendation has prompted action. • Informat ion sugge sts few signs that effective action has been taken on most of the Recommendat ions. 2019 Cabin A ir Confe rence, 17 Sept 2019, Tony Cable, AFTA Ltd 29 Accident Recurrence ▪ Inves tigation ex perien ce shows: • Accide nts where a previ ous si milar event(s) did not provi de a clear wa rning ar e rare . • Many ca ses where re peat accident(s) res ult from lack of effe ctive ac tion on Recommendation s. 2019 Cabin A ir Confe rence, 17 Sept 2019, Tony Cable, AFTA Ltd 30 FLIGHT A TTEND ANT HEAL TH STUDIES COMPLETED  UC Berk ele y/C A Depar tment of Public Health Study – IUF A – Reed (1980)  NIOSH Study – IUF A – Malignant mel anoma (1981 - 82)  APF A Study #1 – Cone and Camer on (1 983)  APF A Study #2 – Cone and Camer on (1 983- 4)  IUF A study – Cone and Earle (198 3- 4)  AF A study – Repr oductiv e hazar ds (1994)  C A Depar tment of Publi c Healt h -AF A Study – Re ynolds and Cone – Br east cancer and malignant melanoma (1999) PHASE 1 STUD Y : APF A 1983  Study initiated b y IUF A r epr esenting American Airlines flight attendants.  Symptoms r epor ted par ti cularl y on SFO -HNL turnar ound flights. PHASE I STUD Y : HYPO THESES  Symptoms of r espirator y distr ess, sinus congestion , nasal pain, block ed eustacian tubes and nosebleeds ar e assoc iated with exposur e to airborne contaminan ts while flying.  Specific types of air craft ar e assoc iated with incr eased fr equency of symptoms.  Mobil J et II oil is th e cause of the incr eased sympt oms. PHASE I STUD Y ME THODS  Individual flight attendants w er e examined at the SF General Hospital Occupationa l Health Clinic  Questionnair e sur v e y distributed to all flight attendants on the SFO- HNL turnar ounds, total of 5 flights each.  Ad ditional gr oup of flight attendants fl ying turnar ounds fr om LAX-HNL w er e sur v e y ed.  In v estigation into the che micals contained in Mobil II oil “DIR TY SOCKS” ODOR  F ou r flight atte ndants w er e examined. All identified “dir ty sock s odor” associated with symptoms. Symptoms sometimes occur r ed e v en with out the odor , h o w e v er .  Odor and sympt oms w er e m ost fr equent l y r epor ted on DC- 10 -10 air craft. Odor w as str ongest in o v er -wing section and galle ys. Also in cockpit.  Odor str ongest on taxi, tak e -off and landing. “DIR TY SOCKS” ODOR  Odor mor e pr onoun ced when Mobil II jet oil was used.  Odor was r edu ced when water separator bags w er e ch ang ed.  American Airlines cor r esp onden ce indicate d that management also su spected Mob il II jet oil to b e culprit. The y suspected cont amination of th e Auxiliar y P ow er Unit (APU) doo r or inle t duct b y oil fr om the #2 en gine . Contamination of he at exchangers and in sufficient cabin v en tilation w er e also suspect ed. POTENTIAL EXPOSURES  T urbi ne oil s: Mobil J et II oil is a synthe tic oil containing tri -cr esyl phosphates: kno wn e y e , skin and m ucou s memb rane ir ri tants.  Hydrau lic flui ds: Also con tained phosphate esters .  Other potenti al chemi cal exposur es: NO X, O3, cigar ette smok e , f ormaldeh yde , p yr ol ysi s pr oducts of engine oils, je t fuel and h ydraulic flui d. MEDICAL EXAMINA TION RESUL TS  Clinical e valuation : Sym ptoms o f nasal burnin g, headache , e y e tearing, nasal disch ar ge , sneezin g, sor e thr oat, hoarseness , cou gh and hearing difficulties after beginn ing to fl y SFO-HNL turnar ou nds.  Sympto ms lasted 1-5 da ys. QUESTIONNAIRE RE SUL TS  58 questionnair es r eceiv ed fr om flight attendants on SFO - HNL turnar ounds o v er 3 da y period, 8/15/83-8/17/83. Par ticipa tion rate 100%  Age: 34-44, mean = 37 y ears.  All w er e f emale . 17 w er e smok ers. 42 r epor ted prior allergie s.  Un usual odors noted b y 14/20 flight attendants w orki ng on one par ticular air craft, on taxi and descent.  Odors described as “dir ty socks”, m usty or “petr oleum burning”. SYMPT OMS REPOR TED Symptom # % Ey e 38 66 Nose 35 60 Sinus 14 24 Chest 12 21 Ear 11 19 Central Ner v ous System 10 17 PHASE II STUD Y RECOMMEND A TIONS  Flight attendants who ha v e de v eloped symptoms of rhinitis or upper r espirator y / e y e ir ritati on should be r emov ed immediatel y fr om fur ther exposur e . Mak e O2, car tridge r espirators a vailable .  All air packs sho uld be opera ting at all times.  Destructiv e anal ysis of Mobil II jet oil.  Fur ther study b y F AA or o thers to determine , cause of the pr oblem, a nd institut ion of engineering contr ols to eliminate the sour ce . PHASE III STUD Y - IUF A  1000 members of the Ind ependent Union of Flight Attendants bas ed in SFO and Lo ndon w er e sur v e y ed r egar ding symptoms and exposur es, Mar ch 1983 -April 1984.  Pr ospectiv e study of peak expirator y flo w rates using a miniatur e ha nd-held de vic e to measur e lung function bef or e , during and after flights. PHASE III STUD Y RESUL TS  A total of 280 questionnair es w er e r eturned. (28%).  Age: Pr edominantl y 40-49 y ears of age .  90% f emale .  Chest pain or tightness r epor ted by 65% of par ticipants. Cough 57%; 38% said the y usuall y had symptoms o f shor tness of br eath or chest tightness while fl ying.  Equipment: Boeing 747 SP associated mo st fr equentl y with symptoms (62%). PHASE III RESUL TS – PEAK EXPIRA T OR Y FLO W  8 out of 2 0 selected to par ticipate in this phase complet ed testing.  2 of 8 had e vidence on PEFR of >20 % dr op ov er a 24 hour p eriod. Both w er e ass ociated with long - haul flights. All 8 had small but measurable dr op in mean PEFR comparing pr e -flight to post-flight measur em ents. 7/8 had a statistically-significant dr op in PEFR. DISCUSSION  Results of our studies of flight attendants in the earl y 1980’ s demonstrated consistent symptoms and som e e vidence of decr eased pulmona r y function associated with cer tain air craft / flights.  Symptoms ar e similar to those r epor ted in the study perf ormed in 1978 b y C A Depar tment of Public Health.  Contamination of the Auxiliar y P o w er Unit b y engine o il was r ecognized ov er 35 y ears ag o as a lik el y cause o f symptoms among flight cr e ws. CURRENT E VENTS RECENT OCCUP A TIONAL HEAL TH STUDIES  1. Janet W ei, MD , Chrisandr a Shufelt, MD , MS, Ev eline Oestr eic her Stock, MD , Clair e Mills, RD MS, R VT , Shivani Dha wan, MS, Riya Jacob, B ASc , Tina T orbati, BS, Galen Cook-Wiens, MS, Neal Beno witz , MD , et al. V ascular aging is accelerated in flight attendants with occupational secondhand smok e exposur e . JOEM 2019.  McNeeley E. Estimati ng the health consequenc es of flight attendant w ork: comparing flight attend ant health to the general population in a cr oss -sectional study . BMC Public Health 2018.  McNeeley E. Symptom s r elated to ne w flight attendant uniforms. B MC Public Health 2019 Legal Summary THI S PRESENT A TION I S ONLY A SNA PSH OT, OF SOME OF THE LEGAL CASES FROM A ROU ND THE W ORLD, T HAT A RE A VAILABLE I N THE PU BLI C A REN A . I N PROVI DING CA SES FRO M A ROUND T HE W ORLD, I A M NOT PROVIDING LEG A L A DV ICE I N A NY FORM. A NY OPI NIONS EXPRESSED, A RE MY PERSON A L OP I N IONS, B A SED ON EXPERI ENCE A ND OR KNOW LEDGE A ND NOT THOSE OF OTHERS. JU DY C ULLI NANE A IRCRAFT CA BIN A IR CONFERENC E 20 19 Covering Snapshot  Key Messages  OHS T ribuna ls Canada  Briti sh Colu mbia W CA T From W orkers Compensati on A ppeal Canada  Labour Court Germany  Soci al Court Germany  A mster dam Cou rt  France Court  W orkers Co mpensation & Ap peal Board Pennsylvania USA  Departme nt of La bor and I ndustry Pennsylv ani a USA  Virgi nia Court USA  Latest Fume Eve nts  W orkers Co mpensation Court A ustrali a  A ustralian Sena t e I nquiry 2000  A ustralia Dust Di seases T ri bunal  W orkers Co mpensation Court A ustrali a - Perth  How di d Ansett A ustralia stop W orkcover Clai ms  Dismi ssing Clai ms  Disconti nued or Fi led for Bankruptcy A ustrali a  Ci v il Cases A warde d/Sett lements  W hat Emergency Landing?  Pi lots Loss of Li cense  Coroners Findi ngs  Still Going  Court T rial Dates for 2020  Common Thr eads  T akeaway  T ha nk You ☺ Key Messages Airlines consider operational and fi nancial ri sk, but why not the health ri sk? Air lines ar e not expected to ground fleets, but they are excepted to maintain - maintenance schedules, act on reports, adhere to regulations - cabin airflow and uphold Occupational Health and Safety. Airlines ( most air lines)require a full medi cal assessment, including a chest x -ray – you must have 100% heal th…. to be employed… so what happened in your working environme nt…? While industry work to find solutions, please don’t forget the people, who have lost their health and careers through no fault of their own. Social Court Germany FREIBURG ARBEITSGERIC HT - SOCIAL LAW COURT – Considered The Chamber has no doubt that on 20.6.2014, the KHigerin - suffered health damage in the form of inhalation trauma and thus an accident at work external effect, namely the inhalation of contaminated cabin air. ( St atutory Accident I nsurance – Nerve Poison in Cab in Air) I ncident worked for Luft hansa AG fume event 9 October 2011  A st ewardess has been having consi derable healt h pro bl ems which occurred after a fli ght, due t o the fact that poisonous chemic al s fl oa ted around the aircraft . T ogether wit h Oliver Birk of t he Stut tgart offi ce of the DGB Recht sschut z GmbH, she fought at t h e labour/ind ustrial court Freiburg/Germany to det ermine the exist ence of an accident .  Aft er reviewi ng a nd eva luat ing all the i ndivid u al aspect s, the Freiburg Social Court came to the conclusion that an accident had occurred. The applicant has thus become a victim of a workplace injury.  The jud gment of the Sozialgeri cht Freiburg is not yet final . If the empl oyers' associat ion ( BG=Berufsgenossenschaft ) appeals to t he Nati ona l S ocial C ourt, we will conti nue to report. ( the case number is given at the bo tt om o f t he articl e) https: //www.d gbrechtsschutz. de/fileadm in/media/0_2015 _M edia_Neu/ PDF/Urt eile/Berufs krankheiten___Unfall rente/S G_Freiburg_S9U1210-15_13-06 . pdf GIESSEN SOCIAL LAW / LAB OUR COURT Ger many (worker's comp) – D ismis sed the Action 9 May 2019 https: //www. aerotoxicteam. com/upload s/6/0/3 /8/603 8702/nerve_poison_in_cabin_a ir_and_stat utory_acciden t_i nsurance.pdf Amsterdam Court ECLI:NL:RBAMS:2013:5 980 Rechtbank Amsterdam. Case number C/13 /54789 4 / KG ZA 13-1016 HJ/PV Aut horit y. Date of judgment 18 - 09 -201 3 Dat e of publicat ion 18- 09 - 2013 Areas of law . Civil Justice. Special features - App lications for in terim meas ures Case Kort geding. Ei ser is Pil ot fo r KLM Decision - The judge in preliminary relief pr oce edings  5. 1.Con demns KLM to commiss i on a research inst itute, or a re searcher, to invest igat e the presen ce and concentrat ion of TCPs i n the cabin ai r of its Boei ng 737s within fourteen days of the notification of t his judgment;  Study was undert aken: TCP i dent ified in 46% of fl ight s at l ow lev els- no fume events identified. ht t p ://uit spraken.rech t spraak.nl /inziendocument?id=ECLI :NL: R BAMS:20 13: 5980 &keyword=ECLI :NL:RB AMS:2013: 5980 France Court Air Fran ce V CHSCT ( Health and safety workers committee (20 10)) Grand Instance of BOBIGNY - Order applied to prevent cabin air monitoring  I n support of its c laim s, AIR FRANCE submits f irst l y that t here is no just ificat io n for any serious risk w it hin t he meaning of Art icl e L 461 4-12 of the Labor Code.  AI R FRANCE not es final l y t ha t t he risk of inhal at ion of pol lut ed air in cabin is o l d and known, t hat it is rare and al ready t aken int o acc ount by the empl oy er so t hat it can not be qualified as a serious risk.  AI R FRANCE subm it s, secondl y, t ha t t he expert m easure decid ed by t he CHSCT PNT and PNC is in any case us eless.  The defendants – t here w as knowl edge of 29 incident repo rt s for the first quart er of 2008, com pany report s 22 report s for the f ul l 2008 year. Judgement 10/5/18 - CHSCT successful - Court of A ppeal (2010) v iolated the articl e L. 4614 -12 of t he Labour Code. Supreme Court of Appeal (2012 ) - Cour de cassation . France Court Easyjet V CHSCT ( Health and Safety Workers Committee (2016 )) Tri buna l de g rand Instance de Bobi gny (2018) Order app lied to prevent mo nitor i ng st udies request ed by CHSCT  Outcome : ann ul t he decision of the 2016 CHSCT for air monit oring studies.  Verdict agains t CHSCT/ not appealed 2 pilots i n France have lo dged an actio n in the Tri bunal de Grand i nstance ( Hi gh co urt ). N o third party Asking magistrate to investigate if a case can be lodged with the Fr ench criminal prosecutor Workers Compensation & Appeal Board Pennsylvania USA Macon Fowler v US Airways Inc. Dsp: 3630 624 -1 Filed and Heard in Harrisburg Pennsylvania 171 02 Termi nat ion and Review Petit ion Ci rcu lated Date: 01/21/2015. Injury Date: 01/16/2010 Decision: 15 Ja n 2015 (was delayed due to numerous attempts to res olve through mediation ) Claimants Review Partition Granted in part and the description of h i s i njury i n the NCP is amended to i nc lude the additi on of “reactive airways dis ease due to inhala tion exposure.” Defendant’s Termination Petition is Granted t hat the claimant fully revered from hi s i njuries suffered as of January 16, 2010 effective June 17, 2010.  “ I n the case at bar, very ski lled counsel for Employer/Defendant Ki mberly A . Zabroski, Esqui re " saved” the Employer’s terminat i on petition by, maki ng sure Dr. Greenberg acknow l edged that US A irw ays accepted respi ratory i rr itati on due to an episode of exposure as ac know ledged on the NCP ( Dr. Greenberg's Dep. at pp. 14 -15, 36). Under ' To and J ackson, supra, the Judge beli ev es Dr. Gree nberg’s test imony w as competent. Howev er, if this case is appealed, the Judg e w ould believe the W CA B may took a second look at thi s issu e, incl uding w hether D r. Greenberg failed to accept the di agnosis of "reactive ai rw ay disease." Howe ver , this W CJ believes his test imony me ets the legal standard of proving a termination of benefits under J ackson and To.” https://www.dli.pa.gov/Pages/default.aspx . I believe Macon Fowler has never fully recovered…not 100% Department of L abor and Industr y Pennsylvania USA DAVID HILL v. US AIRWAYS Appeal Cas e: A13 -01 57 Op inion Mailing Date: 04/15/2015 Determination: Affirmed Opinion from t he W o rkers' Compensat ion A ppeal Board fi le. An appeal to the Commonwealth Court of Pennsylvania may be taken by any party aggri eved by the Board's decision – t he denied cl a im on t he basis of an error of l aw. Decision  “ Because Dr. Greenberg credibly tes tified that Cl aimant fully recov ered from his accepted work i njury of s ingle acute epi so de of exposure to non -toxic odour resulting i n tran sient respiratory i rritation, and testifi ed that he can ret urn to unrestricted work and requires no further treat ment, the WCJ di d no t err i n granting Def endant relief”.  “ Howev er, the W CJ di d not accept th e Cl aimant 's ev idence regardi ng the ext ent of th e work -rela t ed i njury or di sab ility, appeal deni ed, 56 3 Pa. 622 757 A .2d 936 (2000) ( determinin g that an employer can meet its burden by presentin g unequivocal medical evidenc e of a c laimant's full r ecov ery)”.  “We note that Dr. Harrison even acknowledged that while exposure can cause respi rat ory pro blems , there is no evi dence that Clai mant has reactiv e airw ay di sease o r a chronic problem. As s uch, the WC J did not err”. History of fumes prior to event & after Fumes entered cabin on return flight - start up, crui se, descent , Oil & Hydraul ic fl u i d i dent ified . Aviation career 1972 to January 16, 2010 as a Boeing 767 Ca ptain Workers Com pensation & Appeal Board Pennsylv ania USA denie d . Virginia Court USA Kamyszek v. Delta Airlines, Inc. et al Federal Civil Lawsuit Virginia Eastern Distr ict Court Case No. 1:14- cv -01 377. Citati on 28 U.S.C. 1441. Nature of Suit 315 Personal Injur y; airpla ne Product Liability Case Christopher Kamyszek, a passenger o n bo ard Del t a Airlines fli ght from Sal t Lake City to M inneapolis -16 Dec 2011.  Seeki ng USD $5 mi llion comp ensatio n for al leged lo ss of enjoyment of l ife, ability to earn a l iving and empl oym ent, as well a s damages for ment al pai n and sufferi n g and permanent , debi litat ing physical i njury. He cl aims he was injured by a fume ev ent on board the ai rcraft, approximate ly fi fteen mi nutes after take-off.  I t appears this case i s not continu i ng . 21 May 2015 - So Ordered re 27 St ipul at ion of Dismissal filed by Christ opher Kamyszek. Signed by Dist rict Judge Liam O'Grady on 5/21/15. (gwalk,) 30 April 2 015 ORDER t hat the 25 Unopposed Motion to Dismiss Airbus with Prejudice is GRAN TED . Signed by Dist rict Judge Liam O'Grady on 04 /30/15 . (pmil , ) 28 April 2015 MOTION to Dismiss With Prejudice by Chri stopher Kamyszek. (Barks , Daniel) Latest Fume Events…Yes…July and August 2019  6 August 201 9 British A irw ays fl ight to V al encia – smoke fi ll ed the cabin – emerg ency w ith smoke – 200 ev acuate d  28 July 2019 A merican A irlines Flight AA 728 Phil adelphia to Londo n Heat hrow - odour “call it a dirty sock s smell . W e need t o turn this around…w e are not declaring an e merg ency…” “Cabin…row 22…” Div ert ed to Boston.  Sick Fl ight att endants ( 9)and passengers  19 July 2019 British Ai rw ays A irbus A38 0 F light BA28 6 San Francisco t o London Heat hrow – div erted to Vancouver – most crew crew incapacitated https://news.sky. com/video/smoke-fill ed-pl ane-makes-emergency-landing- in -valencia- 11778282 . https: //w ww.wsoctv. com/news/9- i nv estigates/9-investigates-toxic-fum es- on -planes-an d-a-new-push -for- safety-change s/97 0961 923 https: //w ww.change.org/p/st op-contaminated-cabin-a ir- in - aircraf t/u/2490 120 9?fbc l id=IwA R2Nin-Urdeiwcm 236 waKl9dhD1A EeEFA 9heE50A 8pA xVOqZh-mxgsKY- Pc Workers Compensation Cou rt Australia Alysia Chew v Eastwest Airlines L td & Ansett Australia Ltd, Compens ation Court of New South Wa les, (Matter 19652 of NSW), Judgement 28 April 1999 M s Chew suffered injury January 1992 to 30 October 1993; and Sect i on 47 of the W orkers Compensation Act appl ies and that th e applicant as a result of t he injury, “ is unable without s ubstantia l risk of fur ther inj ury to engage in employment of a certa in kind because of the na ture of tha t employment shall be deemed to be incapacitated for her employment at that kind .” pp 12-13.  The basis of Ms Chew’s claim was that between J anuary 1992 and 30 Oc tober 1993, when a flight atten dant w ith Eastwest Ai rlin es, she was exposed to fumes, toxic substances and other irri tant s whil s t ca rrying out dut i es as a flight att endant on BA e 146 aircraft. Ms Chew also cl aimed that fumes within th e ai rcraft to which s he was exposed co nt ained M obil Jet Oil II whi ch contained the subst ance tri ort hocresyl phosphat e (TOCP) . “We are and will remain ahead of the game” Ansett Dr Dai Lewis 🧐 Claims 1985 - 1998 Claims Accepted Claims Denied Accepted without Prejudice Pending Resigned on Med ical Grounds 29 13 5 4 7 3 Workers Compensation Cou rt Australia Carter v Ansett Australia Ltd [ 20 00] QDC 049 Distr ict Court of Queens land  June 20 00 - Was granted an extension of time t o 31 August 1999 to comm ence act ion – due t o m at erial not being avail able at the time. Carter v Ans ett Aust Ltd [2000] Q CA 333 Supreme Cour t of Queens land Appeal No 54 14 of 2000 DC No 1227 of 2000  18 August 2000 Successful i n the District Court in ext ending the period of l imit atio n in an actio n for damages for personal injuries against t he applic ant – t he applicant sought l eave to appeal a gainst the decision – su ff ered injuries a s a result of exposure t o t oxic chemi cals whil st in the empl oy of Anset t Aust ral ia – was exposed t o fumes in the c abin of a BAE146 - 20 0 aircraft between 1993 and 199 4 – where t here w as a discerned t he exist enc e of a causat ive rel at ionship bet ween the ingest ion of the fumes and t he sympto ms su ff ered at a time ou tside the period of l imit at ion – whet her t ha t material fact of d ecisive character rel at ing t o t he right of action was not within her m eans of kno wl edge unt il 31 August 1999.  [18] ”I n our opinio n t he dec ision of the learned Dist rict Court judge was correct . Moreover we t hink he reached that decision b y correct l y applying t he provisio ns of s 30 and s 3 1 of t he Limit at ion of Actio ns Act. Accordingly we woul d refuse leave to appeal with c ost s”.  Bel ieve t he case w as discontinued …funding. htt p://archive.scl ql d.org .au/qjudgment /2000/QCA00-333.pdf  Resigned on m edical ground in 1995 as did t he three flight att enda nts on the sam e flight al l requiring oxygen 14 Nov 1994 Discontinued or Filed for Bankrup tcy Australia Incident late 19 99 - Melissa Dray  June 2015 - BAe Systems – W estern Australia Di stric t Court registrar George Kingsley ruled Bae Systems had a case t o answer.  Mel is sa fi led for ban kruptcy i n Pert h… un able to cont i n ue against BAe S ystems W elcome Mel issa ☺ … Mel issa is here today and w il l be speaki ng later… Civil Cases: Awarded/Settlements  Filed in 1998 Debra Bra dford & 24 other Flight Attendan ts v Alaska Airlines and others . A laska A irlines settled with the fli g ht attendant s ea rli er in 2000, agreei ng to pay $725,000 without admi tt i ng any w rongdoing .  June 2001 Debra Bra dford & 24 other Flight Attendan ts v Alaska Airlines, Inc., an Alaska Cor poration, Allied Signal, Inc., a Delware corporation, McDonnell Douglas Corporate Boeing N O. 98-2-15033-5 SEA Lost t he ca se – M o tion for Partial Su mmary J udg ement agai nst defendant Allied Signal Inc. (pursuant to Civil Rule 56) in t he The Superior Court for the State of Washington in and for the County of King.  2002 Judith Cullin ane v Ans ett Australia L imited – BAe146 I ncident 6 -8 November 1997 Set tled out of Court .  2007 Stewarts Law V Excel Airways – set tled ?. .. : B767 /passen gers  2011 Terry Willia ms v Boeing – American A irlin es MD-82 Aircraft  I nc ident 2007 Si ngle exposure, w hen t o xic smoke and oil fumes l eaked i nto ai rcraft ca bin Set tl ed out of court . htt ps: //www . l aw360. com/articl es/2 76817 What Emergency Landing ! Civil Case Ridgell v. Frontier Airlines, Inc. et al Case Number 2 :18- CV - 04916 Filed 1 June 20 18 Californ ia The pl aint iff cl aim s Frontier Ai r lines has s o far refused to ac knowledge a dang erous 'fum e event' during w hich the air in cabi n of a fl ight bec ame c ontaminated. Frontier Airlines, Inc.; Airbus S. A.S.; and Airbu s Gr oup HQ Inc.  Al leg ed “fume events ” res ul ting fro m the possibl e defective desi gn and manufacture of th e companies’ A irbus f leet of ai rcraft. Passenger cabi n becomes contaminated wi th “ pyrolised compounds ”.  Flight made an emergency l anding i n Phoenix – Frontier refused to acknowledg e t he ev ent , wi th scheduling posted as l anding on time in Orl ando with out incident .  Lawsui t passengers “experi enced physica l di st ress, ” i ncl ud ing “pass ing out, choking, coughing and eye i rritation” .  The Cour t denied clas s certification and the case settled individu ally but on a confidential basis . Corrado Rizzi - Cl ass A ction. org Pilot loss of licence….. Pilot Le anne Harper - A nsett - Nov ember 1998 First Officer Susan Michael is - National Jet - A ugust 1999 12 Novem ber 1999 during a flight between Bromma and Sturup in Sweden - Captain on a BAe 146 operated by Braathen's Mal mo A viation had to use oxygen when effected b y fumes. Captai n handed ov er to the Fi rst O fficer to l and the pl ane.  I nvest i gat i on the ai rline had come to the conclus ion that, “the oil leak was th e reason for t he ai r i n the cabin being made t oxic.”  Loss of license – Neils Gomer - Fumes, dizzy, groggy, drun kenness , disorientated  Numerous mo re know n to be awarded around t he world and some known to be denied. Still Going… 22 June 2015 - Fiv e Cr ew filed to sue The Boeing Company in the Cook County Cir cuit Court Illinois – alleging breaches of duty of care “ negl igent acts or omis sions” Incident - Alas ka A irlines unscheduled landing in Chicago July 2013. Due to court early 2020 https://www.b loomb erglaw.co m/pub lic/ desk top/ doc ument/ Woo ds_v_B oeing _Co_Doc ket_No_20 15L 00632 4_ Ill_Cir_Ct_J une_22_201 5_C?1 555 07 789 3 2019 Unite Union Legal notices s erved - 51 cases again st: ( Comprising 4 Pilots, 47 Ca bin Cr ew)  British A irways.  EasyJet  EasyJet  Thomas Cook  Jet2  Virgi n Atlant ic Coroners Findings Westgate (Died 2012) 2015: Regulatio n 28 - Prevent future deat hs: ai rline & CAA - ( wi th drawn) 2017: Fi na l fi ndings  Accidental death: (acci dent al ) pentobarbital overdose:  Suffering from  Dorsal roo t ganglioneu ropathy affecting spinal nerves and possibly crania l nerves  Myo c ardit is…. .  Depression and anxiety ( caused in part by ganglioneuro pat hy & th at co ndit i on remain ed undi agnos ed Bass (Died 2018)  Deat h by misadvent ure "The senior coroner wrote the letter of concern to the chief coroner asking him to adv ise all coroner s of the need for the ad ditional tests in cases where toxic cabin air is a suspected cause of death. Significantly the senior coroner in his letter recognised that exposure to toxic cabin air may lead to a clinical impact on the body." ht t ps ://unitetheunion.org/new s-events/news/2018/octo ber/unite-cal ls -for -publ ic-inquiry-a ft er-coroner-warning- on -toxic-cabin-air/ Court Trial Dates for 2020 Vashti Escobedo V Boeing Illinois Circuit Cour t Cook County Law Division  Filed A pr 15, 2016 l ater Vash ti Escobedo, Ray C Escobedo and Lara K Lane as Plai n tiffs  29 Aug 2019 the case was set dow n for focuss ed case management for 3 Oct ober 20 19 at 9:30am 2013. An Alaska A irlines flight took off from Boston fo r San Di ego. The pl ane had t o be diverted t o Ch i cago after al l four flight att endan ts became v iolent ly i ll. Two pas sed out. Escobedo V Boeing goes to court – February 2020 in Chicag o (expected to be 4-5 weeks) I nvolv es 4 Flight A t te ndants injured in the same ev ent and a Flight A tt endant from a separat e event. Woods V Boeing goes t o court – February 2020 https://ww w.bloomberglaw. com/e xp_blp/e yJjd Hh0IjoiRE9D IiwiaWQiOiJY MV E2TkxDSVU0OD I iLCJ1dWlk I joiTlFycjR6Y UFydV ptdnBmRlgrYTBnUT09 S0Zlekp zen BJSkpSaEdMc21BeXNRdz 09IiwidiI6MSwidGltZS I 6IjE1NTUw Nzc2MD YwM DA iL CJzaW c iOiJZ SH hQO DRQV nV Wd05jdWFpNXhKV lBq K0ptSV E9I n0 = Common Threads Failure of Cases  Coul dn’ t pro ve expo sur e  M et hod of tes ting and or results  Di fferen t countries, court s, rul es, regulations  Prove the fact or threshold of i njury  Lack of unders tanding S uccess of Cas es  Preceden t s et  Doctors di agno sis with supporting specialist reports  Ev idenc e of fume ev ent and t hat others were sick, i nc ludin g passengers  The wordi n g o f the stat ements , reports  A good understanding of the issue and how to explain and argue it……ESSEN TIAL Turbo Oil 219 Oil can s ays: “Do not breath e mist or vapor from heated material” (Worth rememberin g….for Cour t) British Aerospace Regional Aircraft Limited and Eastwest Airlines (Operations) Limited and Ansett Transport Industries (Operations) Pty Limited Agreement British Aerospace Regional A ircraft Limit ed and Ansett Transport I ndustries ( Operations) Pty Limited East w est A irli nes ( Operations) Limi t ed signed by All Signed 3 September 199 3 “… Pursuant to the Ai rcraft Purchase Agreements, BAE w arrant ed that relev ant parts of the Aircraft (as t herein defined) would conform t o appl ic able specific ation s supplied by BAe and would be free from defects du e to d efective material and or defective w orkmansh i p or defecti ve desi gn on th e part of the BAe i n acco rdance w ith and subject to t he terms, co ndition s and limitations contained i n the Aircraft Purchase Agreements”. ”A ns ett hav e EWA hav e made certain w ritten cl aims agai nst BA e al legin g defect ive desi gn of t he Ai rc raft resulti ng in the obnoxio us oi l and oth er ( the ”c ab in envi ro nment probl em ”) fumes affecti ng the passen ger cabins of some or all of the Ai rcraft ”. “ BAe herby agrees with Ansett and EWA that it shall pay EWA the sum of Australian $750,000” Eastwest Airlines (O perations) Limited and Ansett Transport indu stries (O perations) Pty Limited and Allied Signal Incorporated and another with AVCO Corporation Agreement 1993 “A ll ied Signal t o prov ide EW A and A nsett a tot al Parts and Labour Credit of U S$1 , 235,000 as financial consideration associ at ed w ith the operation of Al lied Signal A PU s on t he BAe146 ai rcraft . The appl icabili t y of the credit w il l be limited to A PU s and A PU parts incl uding kits to conv ert 85 -129( E) A PU s to A -129( K) configuration... l abour and parts.. ”. “A ft er de tailed and protract ed inv est igat ions, it w as det ermined t hat a source of the smel l w as oil leakage from A ll ied Signal APUs w hich ente red the bl eed air system through t he air conditioning packs”.  “Credit is to be us ed against any account recei vable due f rom EWA or Ansett…purchase of APU s and APU part s including ki ts to convert 85-129(E) A PU s t o A -129( K)  (Not dated…has 1993 and not signed by Allied Si gna l – Si gned By Anset t and East W est wi th Common Seal ) Similar Agreement 1993 wit h AVCO Corporation clai ming engine bl eed air problems since t he purchase in 19 89 until 1993…v arious deficiencies and inadequacies. Seeking U S$150 , 000 cash and U S$1 00,000 parts credit t o be us ed in full by 31 Dec 1994 . ( Only si gne d by Ansett and EW A w ith Common Se al )  Bot h of t hese remaine d unsigned. 19 11 67 28 59 22 0,00 5,00 10,00 15,00 20,00 25,00 30,00 0 10 20 30 40 50 60 70 80 2014 2015 2016 2017 20 18 2019 Nr o f A Q R p e r y e a r 2 0 1 4 - 19 t o t a l l e g s o n a l l a i r c r a f t Nr of reports Per 10.000 legs 0,00 1,00 2,00 3,00 4,00 5,00 6,00 7,00 ICY FIR ICE FIJ FIW FIU FII FIC FIO ISS FIT FIS ISP ISR FIN LLX ISZ FIV FIA ISV ISY FIX ISK ISW ISO ISJ ISD ISF ISN ISL A Q R p e r a i r c r a f t 2 0 1 6 - 19 p e r 1 0 . 0 0 0 l e g s 2019 2018 2017 2016 6 14 0 2 4 6 8 10 12 14 16 All cc ´1-3cc H o w m a n y a f f e c t e d b y s u s p e c t e d b a d a i r q u a l i t y 2019 A l l C C o r f e w e r One incid ent where engine borescope indicated a defec t seal on e ngine shaft to be the cau se fo r oil smell in cabin. The en gine in ques tion was replac ed Reporte d in cidents whe re de fect APU gearbo x pressure regulating valve, was presumabl y the caus e for oil smell in cabin One incident due to leaking seal on e ngine shaft ACS Boeing 757 ACS Boeing 767 Dif ference be tw een ACS on B767 and B757 Guidelines in case of illness of crew members in flight CORRECTIVE ACTION IN AIR QUALITY ISSUES IN GENERAL ACTIONS T AKEN regarding Cabin Air Quality 1. ENGINE S S w apping engines and parts; Oil r eplace men t (T CP fr ee oil on all B75 7 and B7 37 since 2005) 2. A CS Air filt er e x chang e; Air c ondition ducts inspection and s ys t em clea ning 3. AI R QU ALITY TES TING On gr ound (Aer otr acer) on passeng er fligh ts and special fligh ts Measur emen ts include: • a tmospheric pr essur e and o xyg en r a tio • t empe r a tur e and humidity • noise v olume • air speed and dis tribution • micr obial and mold t esting • odor t est (Aerotr acer) • Other t est f or: C O (Carbon Mono xide), C O2 (Carbo n Dio xide ), SO2 (Sulfur Dio xide ), O3 (O z one), V OC. 4. Icelandair ‘ s Medical Of ficer r eview: • Medical e x amina tions • Blood t es ts fr om cr ew mem ber s immediat ely aft er suspect fligh ts . • No findings - All “normal“ r esults. 5. I n v estig ation fr om the Icelandic Accident In v estig ation Commit tee (RNSA) • No finding s – All “normal“ r esults. On Going Actions - F ACTS Icelandair is participating in the Eur opean r esear ch pr oject'F ACTS ‘ . The pr oject is to det ermine the poten tial con tami na tion of cockpit and cabin by engine oil . Sev er al tes t fligh ts ha v e alr eady been flo wn . V alidat e the Bleed Air Cont amina tion Simula t or (B ACS). Furthermore , these tes t fligh ts ar e int ended to pr ov ok e fume ev en ts during the flights to be able to c aptur e samples f or analysi s int o the con tami nants in the air . R ecommenda tion 1. Get cle ar in f ormation about what chemical compound shall be look ed f or (F AC T S) 2. Measur e equipment o n boar d ev er y air cr aft, tha t c an c ollect samples of these c ompounds 3. Get clea r inf orma tion on wher e the haz ar dous t o health limits ar e f or these c ompounds 4. T ot al clean air s ys t em is pr omising, and should be t es ted further . THANK YOU FOR YOUR A TTENTION Ax onal tr ansport Ax onal tr ansport H ig h d o s e O P e xp o s u r e s ce n a ri o s • OPIDN • Ner v e g as ef f ects O r g ano P hospha t e I induce d D ela y ed N eur opa th y is a H IG H D O S E c ondition T OCP c an c ause OPIDN a t acut e high doses Wha t does ace tyl choline do? Ho w ev er not all adv er se e f f ects of OP s ar e high dose Conclusions • The basic ph ysiology and anat om y of neur ons in the CNS mak es the br ain particularly vulner able as a t ar ge t to damage b y OP s at r epeat ed low dose • The basic mechanisms – parti cularly impair ed ax onal tr ansport - t o e xplain this vulner ability ha v e been published and r evie wed in the scien tific lit er atur e • The s t anc e of some s t ak eholder s to only addr ess high dose e xposur e pa thologies, such as OPIDN, ignor es tha t lit er atur e and is sc ien tifically unsus t aina ble • The pr esenc e of an aer oso l of UFP s in cabin air w ill ha v e the e ff ect of incr eased penetr ation of the blood br ain barrier b y UF P s which will be accompanied by an y OP molecules adher en t t o their surf aces Bleed Air Contamination Detection Byron W . Jones Kansas State Uni versity Aircraft Cabi n Air Conference London 2019 How do we ensure no oil in the bleed air supplied to the cabin? (existing fleet) T wo Options (at lea st): • Detect and Isolate • Clean the Bleed Air Simplified Cabin Air System Normal Operation Contamination Detected Contaminated Air Contamination Source Isolated Contami nation Source Where to Detect Source determinatio n easy . Source determin ation dif ficult plus confound ing from cabin sources. Much of the A vail able Data from VIPR Project And from Associated F AA-ACER Project Acetaldehyde VIPR: ~200 ppb rise in acetaldehyde over b ackground wi th ~17 ppm by mas s oil Low background levels. Shou ld be ef fective for acute contamination event. Possibl y useful for low-level contamination. Sensors not as readily availabl e as for formaldehyde. Possibl e confoundin g by engine ex haust on ground. Conclu sion: Promising but formaldehyde probably better . Other VOCs Other VOCs present but at lower concentrat ions. Nothing to indicate they would be bet ter than form aldehyde or acetaldehyde. T ricresyl Phosphate VIPR: ~ 1 ppb with 17 ppm b y mass oil No real-time sensors readily availab le with the necessary detection levels. T rend is to reduce or eliminate TCP in oil. Conclusion: No Ultrafine Particles VIPR (Minimal Ingestion of Engine Exhaust) Ambient: ~1x 10 4 particles/cm 3 Bleed Air , No Oil: ~1x10 3 particles/cm 3 Bleed Air , Oil*: ~2x10 7 particles/cm 3 ACER (Significant Ingestion of Engine Exhaust) Ambient, Engine Of f ~2x10 4 particles/cm 3 Ambient, Eng ine On: ~2x 10 5 particl es/cm 3 Bleed Air , No Oil: ~2x10 5 particles/cm 3 Bleed Air , Oil*: ~2x10 7 particles/cm 3 * ~ 17 ppm by mass oil Ultrafine Particles Highl y sensitive measurement. C ertainly abl e to detect acute contamination event. Shoul d be able to detect contamination rates bel ow 1 ppm of oil by m ass if results scale to lower contamination rates. A vailabl e sensors are ex pensive and not wel l suited for aircraft applica tions. Conclu sion: V ery promising if suitable sensors become avail able . Need to collect data at lower contamination concen trations to determine abil ity to de tect low level contamination. What wo rks for oil may not w ork for hydraul ic fluid; need data for hydraul ic fluid. High bleed air temperature key factor in produ cing VOCs and CO. Hig h rotational speeds key factor in gene rating ultrafine particles. Need data for low power levels and for APUs. Is in-flight detection suf ficient? Research Needs Discussion Real time detectio n of acute contamina tion events is feasible. No technolog ical breakthro ugh s required. Detection does not have to be perfect to be useful. If we insist on perfect techno log y , it will never happen. On -board sensing can be imp lemen ted in stages so we can learn as we go. Recordi ng for main tenance Displa ys and warnings in cockpit Y ou have to take the first step or you never get anywhere . Questions Further Discussion Ultrafine Particles VIPR Data 7 Additive M anufac turing Air Quality Solutio ns Cabin Interiors & Seating Coatings Solutio ns Fire Protecti on Fuel & Lubricant Solutio ns Ozone & VOC Catalysts M RO Services Thermoplas tic & Thermoset Polymers Binder M ate rials Photoini tiators & Photopol ymers Carbon Glass M inerals 3DP Design and Fabrica tion Services Thermoacou stic Foam Thermoplas tic Polyurethane s High Temp Thermoplas tics Thermoplas tic Prepregs & Panels Foam Core M aterial s Flexible Foam Thermoformab le Compos ites Structura l Parts Cleaners Corrosio n Protecti on NDT Paint Strippers Pretreatm ent Sealants Sealant Removers Flame Retardants Fire Ex tingui shing Agents Fuel Tank Inerting Syste m Slentex High Performan ce Insula tion Jet Fuel Additives Lubric ant Base Stocks & Additives Ex ternal Pa rts … A ND TECHNO LOG Y FOR C A BIN A IR Q UA LITY BASF PROVIDES AEROSP ACE MA TERIAL S … 8 A320 Ozone Conv erter Engine Inlet – Ozone Converter – Air Conditioning Pack – Mix Manifold – Cabin C ONVERTER INST ALLED IN AIR CONDITIONING SYSTEM (A T A 21) An A320 can be retrofitted w ith an ozone converter if it is not factory install ed. There is no disrup tion of existin g ductw ork and minimal instal latio n time 9 If you’ ve flown over an ocean w ithi n the last 30 years… …then you’ ve likely breathed air that has passed though a BASF oz one converter A330/A340 Mandatory ozone equipment on wide- body aircraft Optional on single- aisle aircraft EJET E2 Standard equipment on latest regional jets G650X Enhances premium flight ex perience on business jets A400M Used on certain military aircraft to improv e pilot performanc e 10 OPEC oil embargo of 1973-74: hi gher fuel economies demanded of airplanes require them to fly at higher alti tudes (> 27,000 ft ~8.2 km) 33,00 0 f t ppm O 3 ppm O 3 Atmosphe ric oz one concentratio n varie s by altitude and latitud e CABIN AIR TIMELINE 11 Late 1970s – high oz one levels at these altitudes lead to observations of adverse health effects for crew and pas sengers Prolon ged exposure to high ozone concentrations has nega tive health impacts ✓ Breathin g discomfort o Head aches o Ey e, nose, and throat irritation ✓ Redu ced lu ng function o Chest pain s ✓ Adult on set asthma CABIN AIR TIMELINE 12 F AR 25.832 manda tes maximum al lowable cabin oz one level of 0.2 5 ppmv (SLE) at any tim e and a m aximum time weighted average ozone c oncentrati on of 0.10 ppmv (SLE) during any 4 hour interval AC: 120- 38 10/10/1980 Methods of comp liance: ✓ Modifica tion of aircraft – install ozone converter technology ✓ Limit fligh t times (< 4 hours) and/or flight altitud es (< 18,000 ft) ✓ Statistical anal ysis that show s aircra ft ef fectively mee ts the requi rements by route selectio n and flight path ✓ Statistical anal ysis based on in- flight ca bin air me asure ments for ty pical flight routes Note: SLE = Sea Level E qu ivalent CABIN AIR TIMELINE 13 1983 – First commerci al application of ozone converter technology , pioneered by BASF (Engelhard) and field tested on B oeing 747 2000s – Industry dev elopment of Fuel T ank Inerting Systems (FTIS) relies on air separation membrane technol ogy , which is protected by dedicated ozone converter . 2004 – BASF (Engelhard) introduces ozone/VOC c ataly st technology for aircraft cabin comfort 2010s – BASF Cl ean Ai r Solutions technology development: formal dehy de catal y s t, l ow temperature ozone c ataly st, CO 2 sorbent BASF HAS RESPONDED TO THE AERO SP ACE MARKET FOR OVER 35 YEARS CABIN AIR TIMELINE 14 3 2 2 3 Ozone deco mposes to oxy gen across cataly st Catal y st is neither consume d nor altered by the chemica l reaction 15 W HA T IS A CA T AL YST ? A CTIVE COMPONENT + W ASHCOA T + SUBSTRA TE Active site (com pon ent) for cataly sis Carrier (w ashcoa t) provides high surface area Substrate Active component (e.g. pre cious or base metal) dispersed through a high surface area w ashcoat app lied to a substrate , such as a cera mic honey comb block or a corrugated metal foil. 5 nm ~1 000 000 x magnification 16 & ACTIVE COMPONENT SUBSTRA TE WASHCOA T CA T AL YST CELLS Catalyst Cell ~0.05 inch [~1.3 mm] 1.0 inch [25.4 mm] 400 cells per in 2 MIX + COA T VISIB LE INLET CA T AL YST F ACE [~5,000 cells visible] 23 100% 0% ozone alkenes carbon monox ide aldehy des alcohols aromatics ketones alkanes Cataly tic Conve rsion VOC conv ersion is compound, converter , c ataly st, and operating condition specific O ZONE /VOC CONVE RTER PROVIDES A SPECTRUM OF PERFORMAN CE FOR VOC COMPOUN DS acids 24 O ZONE /VOC V . O ZONE CONVERTER PERFORMANCE BTEX HYDROCARB ON COMPOUND MIXTURE 0% 20 % 40 % 60 % 80 % 100% 14 0 160 18 0 2 0 0 2 2 0 HYDR O CARBON CONVE RSIO N, % AIR TE M PERA TU RE INL ET T O CONVE RTER, C Ozone Converter Ozone/VOC Converter BTEX = Mixture of benz ene, toluene, ethy l benz ene, and xy lene Ozone/VOC converte r provid es significan tly greater hy drocarbon conversion than ozone conve rter Performance show n for initia l converter performan ce (0 flight hours) Airflow [ lb /sec] X 2X 3X X 25 D EOXO ™ O ZO NE AND O ZONE /VOC C ONVERTERS & CA T AL YST CONVER TER COMPLIANC E & COM FOR T Deoxo ™ Cataly st Benefits Ozone Conv erter Ozone / VOC Conv erter Regulatory compliance w ith cabin air ozone concentratio n requirement s ✓ ✓ Lightweight, easy - to -install (retrofit), and superior catalyst life w it h prov en performa nce ✓ ✓ Reduces jet -fuel odor in the cabin, improv ing cabin comfort n/a ✓ ACTIVE COMPONENT SUBSTRA TE WASHCOA T 26 I NST ALLED CONVERTERS ARE ONL Y P ART OF THE EQUA TION … PROPER MAINTENANCE IS ESSENTIAL ◼ Ozone converters are rotables and must be maintained pr operly to ensure ef fective performance and regulatory compliance with cabin air standards ◼ Poorly or improperly maintained converters do not guarantee continued performance ◼ As MRO, BASF has the breadth and depth of knowledge to maintain the catalyst performance in a manner that leverages the original design and thereby extends converter useful lif e 27 C A T AL YST CONT AMINA NT EXPOSURE IS INTRINSIC TO O ZONE (VOC ) C ONVERTER APPLICA TIO N Img src:Jeff Dahl site:W ikipe dia Bleed air +Air contaminants +Hy draulic fluid leaks +Lube oil leak s +De-icing leaks Env ironmental Con trol Sy stem T o cabin Img src:Jeff Dahl site:W iki pe d i a Bad for cataly st 28 C ONT AMINANTS “ AGE ” THE CONVERTER CA TALY ST PERFORMANCE FLIGHT HOURS FRESH plugged washcoat pores “trap” active components rendering them “inaccessible” AGED active com ponents accessible in opened pores W ASHED SUBSTRATE W ASH COAT ACTIVE COMPONENT SUBSTRATE W ASH COAT SUBSTRATE W ASH COAT BASF MRO Service removes contam inan ts M AINTENANCE C Y CLE 29 C ONT AMINANT REMOV AL RENEWS CONVERTER ACTIVITY CA TALY ST 0 10 20 30 40 50 60 70 80 90 100 0 5, 0 0 0 10 , 0 00 1 5, 0 00 2 0, 0 0 0 25 , 00 0 30 , 00 0 O ZONE C O N V E RSIO N (AS RECE IV ED), % F LIGH T H O URS ( T SN) AI RCRA FT X / BASF MRO - MU L TI PL E W A SH C ONVER TER S OP ERA TING HO URS ( T SN ) v . OZO N E DRE ( AS RE CE IVED) BAS F MR O MINIMUM A CC EPTA BLE C ONV E RSIO N (AIR L INE SPECIFIC ) S ERVICE BA S F MR O S ERVI C E BA S F MR O S ERVI C E Reference : BASF M RO Service Database (proprietary) Aircraft X / Airl ine Y LIFE CYCLE HIST OR Y OF FIVE OZONE CONVERTERS BASF MRO c onverter [c ataly st] s ervice preserves the activ e component and pore structure of the catalyst. This preserves the catalyst aging characteristi cs for reliabl e, predictable performance When washing no l onger restores suf fi cient activi ty , the converter can be “ recored ” – the aged catalyst core is replaced with fresh catalyst 30 C OMP ARISON OF CONVERTER SER VICE METHODS CA TALYST S TRIP & R ECOA T R ENE W BY D EEP P ORE C LEANING O VERCOA T W ITH D IFFERENT A CTIVE C OMPO NENT & W ASHCOA T Not quite l ike the original, but close enough? Preserves c ataly st pore structure for enduring v alue and performance Paints a di f ferent pi cture but it sti ll fi ts the origi nal’ s frame used used used recoat renew overcoat BA SF M RO 31 A N OVERCOA T CHANGES THE CA T AL YST SURF ACE AND DILUTES THE INVESTMENT IN CLEAN AIR TECHNOLOG Y BASF Corporati on owned ima ge – all rights reserved. OVERCOA TED CA T A L YST BECOMES A “DIFFERENT” TECHNOLOGY Third-Party Servicing: Ov ercoat t echnolog y Base m etal active component Dense w ashcoat constricts access to underly ing original catalyst layer BASF C atalyst Original tec hnolog y Precious metal active component Porous washcoat for ex tended serv ice life in application DIFFERENT CA T A L YST SURF A CE EQUA LS DIFFERENT TECHNOLO GY 32 PERFORMANCE CONT AMINA T ION OEM OVERCOA T MINIMUM ACCEPTABLE PERFORMANCE Adding or conc entrating activ e component at catalyst periphery (catalyst-gas interface) improves ozone conv ersion for fresh catalyst at initial testi ng but… M AINTENANCE C Y CLE Countess of Mar Closing Speech International Aircraft Cabin Air C onference 2019 Imperial College Lo ndon 17/18 Septembe r 2019 LadiesandGentl emanGoodAfternoon   IamtheCo untessofMara ndaco - patronfortheGCAQE.   Ihopeyouw illagreewithm ethatthe30 speakerswe have beenprivilegedtol istentooverthelast2dayshave again clearlyshownusthatcontaminatedaironaircraft isvery realand  theproblem  must beresolve d.   Itis10yearss ince  the distinguished  BritishAi rAccident InvestigationD epartmentrec ommend ed that contaminated - airdetectionsystemsbefittedtopassengeraircraft .Still no  aircraftfliestodaywithanywarningsystemsfitted . It isnot onlyunbelievabl ebutclearlys howsusthatouravia tion regulatorsarefail ingtos how the leader ship,re spectand  commonsensethisissuedeserves .  Itmakessens ethat  awarningsystemonanaircrafttoalert pilotsandcrew  when theaircont ainshazardous chemicals  shouldbeastatutory requirement . Ins teadHerMa jesty’s Governmenthi debehindthecl oakofEASAwheni tcomesto decisionmaki ng.   Twoyearsag oIstoodhereb esideCaptain N ielsGo ner.He andhisco - pilotweretotall yincapacitatedduetooil fume exposureonthedescentt oMalmonearly15yearsago. They wereluc kytosurvi ve.Theharsh realityi sthatthe industry hasbeennegli gentinfaili ngtoact.  Here ,Iapp laudEast m an fortheunambiguouslabellingoftheir21 97syntheticjet engineoil:“Do notbreathemistorvapourfrom heated product.”Whydonotthe othermanufacturersfollowthei r lead?   Contaminated airisnot justajet engineoil issue .C ountless swabtestsr emindusthis isalsoanissueof exposureto hydraulicf luids.   Hydrauli c  fluid  canscomewith a warning such “Suspectedo f causingcancer” . Indoingsom anufacturersh avemadeth e risksveryclearbut whyhasvirtuallynopassengerorcrew - memberev ers eensuchwarnings?   Myi nteresti n  toxic  chemicalexposures, like  thatof  many others , comesfrompersonalexperience ;one  Iwould much rathernothavehad .   Iwasasheep farmerin the  dayswhen theGove rnment mandated dipping sheep  inorganophospha tesheepdips  to  removeparasitesbut ,justashappe nstodayw ithcabin air contamination,  peoplewerenotwarned .   Thefirst Iknewofthei rability tocause irreversible damage threeyearsa fterIfirstfellserio uslyill.Theef fectsh avebeen muchl ikethose whichI hearab outinpi lotsand crewwho havebeenaffect ed.Wearetoldt hatorganophosphatesl ike thosefoun din  engineoilsandhydrauli cfluids  used in aviation  arenotaspoisonousasthoseusedinagrichemicals andveterinar ymedicinesbuttheseasserti onsaresimply notcredible.  Iliveeverydayofmylife withthe consequencesofthoseexposures thirty  yearsago.    Thesheepdi pperswhofirst complainedofsuf feringhealth effectsweredismissedinmuch thesamewaysuffe rsof asbestosis,smokingorthalidomide  and,now,pilotsand crewhavebeendismissed.Thedangersofallbut contaminatedcabinairhavenowbeen recognized,albei t afterlongperiodsofdenial.   Ihaveraised myconcern sintheLord saboutthead verse e ffectsof organophosphatesonhuman,pl antandanimal healththrou ghoralquestions, questionsforwrit tenanswer, debatesand correspondencewith Ministers.  SinceIwas made a ware oftheiss uesofcont aminatedair inaircraft , I havealsoas kedhundredso f questionsaboutt hisimportant healthandf lightsafetyi ssue  and,Ihatetosayit,Ihavebeen consistentlyfobbedoffbyMinisters .  Ihavefrequen tlybeentoldbyG overnme ntMinistersand  thea viationindustrythat allthechemicals measuredin airc raftarebelowt heexposurestandardbut , for themo st prevalentisomersof theorganophosphateTCPinengine oils,the metaandparaisomers ,thereare  noexposure standard s . Ialsonoteth atinthefine  printofmanyofthese countlessindustryfunded reports , it ’sclearlys tatedthat therewere  noreportedcontaminated airevent s duringthe research .Doesth ismeanth attherea reneve rany contaminatedaireventsinaircraftordoesit make the researchpointless ? IthinkofT oyber’sDictum – “The absenceofevidenceisnotevidenceofabsence ”,oras ProfessorAndrew  Wat terson, myfavour itepub lichea lth expertputit manyyearsago – “Ifyoudo n’tlook,youw on’t find.”   Theexposure standarddebate isan interesting  one. W ehear thatthechem icalscrewsa reexposed toarebelowth e exposurestandard  yetmostof thechemicalshaveno exposurestandardandexposure standardsdon’tapplyto passengers,especiall ynottheunbornorelderly sowhythis constant  denial?To seektoclari fythismatter ,IaskedHer Majesty’ sGovernment aParliame ntaryQuest ionover10 yearsago:It wasveryclear.Whatist heexposurestandard forthecomplexmixtureofchem icalspeopleareexposedto onanaircraft whentheyaree xposedtooilfumesandthe Governmentre plywasequall yclear.N o ne.   Yetovertenyearsl aterwestillhearpeople claimeverything isbelowtheseexposu restandardstha tdon’tactuallyexist  orapply . This raisesanint erestingfur therquestion: Isthe  misinfor mationag enda suchasthat  ProfMichaelsdiscuss ed thismornin g,creat ing  confusion  deliberatelyto  delay taking  effective  actionorisitsi mplyignoran ce? Onecanonly concludethataviationisanotherindustrythat ProfMichaels will beadding tohisincreasinglylisto findustriesse ekingto misinfor monsomea spectsof thisd ebate.   Thismaysee mharshornegati vebutits fact.Just likewith asbestosis,smokingorthalidomide,thoseindustriesalso playedthecorporate denialgameratherthan  fixthe problem.   Inm y 44yearsasa memberof  theHo useofLor ds , Ihave foundthatmostissuesgothrough severalphases.Firstthere is consistent  denial  thataproblemex ists . Then,if thereisa problem,it  hast obethefault ofthepersoncomplain ing  for  notreadingthel abelorfailingt ousethecorrectengineering solutions.ThentheGovernmentof ferstosponsorresearch which,as weknowonl ytoowell ,finds thatthere isno problem.Eventuall ytheburdenofevidencebecomesso greatthatpreve ntativea ctionhastobetaken.   Wherea rewewi ththe contamina tedair issue today , 18 September2019,some65yearssincetheproblemwasfi rst recognised ? Iwouldsayw eareslowlytr ansitioninginto the finalphase – letsf ixthispro blembu tlet ’ snot necessarily accept  oradmitthat  itexists.   T heonlyrealsol utiontothis problemliesint hedesign architectureoftheBoeing787andnottouse‘bleedair’at all, Iwould verymuch liketoapplau dsome ofthose who haveplayeda keyroleinbe ingpartofthesolution.   I particularly applaudPall Aerospace fortheirextensive research&developmentinseekingt odevelopanewtotal cabinairfiltrationsystem. Ifirsthe ardthemta lkabout designings olutionsin2005 , sowell done  th emforal lthe ir effortsandpersistence.   I congratulate thoseairlinesthath aveshow ntheleadersh ip tobepartofth isnewphase andtostartflig httrialsofthe newPallsystem.  Air lineslookingt ofinallyi nstallmuch needed‘bleedair’ filtration.I haveno  doubtyourmarket ing teamswillso onturnthislead ershipintoin creasedreve nue ascompetitorslagbehindinvisionordutyofcaretotheir crewsandpassengers   Ialso cheer  those  pilotsand crewwhoseowncareersand healthha ve  beenadversely affecte dbycontaminated air exposureandwhohavepl ayedahugepartindriving the industrytothe much - needed  solutions.Therearesomanyof youbutDrSusanMichael is ,who Iampro udtocallmy  friend,  mustbe atthe verytop ofthat longlis t.   Iwouldlik etohighlightthework oftheGCAQE,thelargest coalitionofunionsdealingwiththisissue. Theyorganized thisconfere nceandhave beenthema invoiceofthe workers who expe rie nce  theseissu eseveryday.T heirboard of6 , undertheChairofDaniel Tan doi , embraces  6different nationalities, showingtheglobalnature oftheproblemand thoseseekin gtoresolveit.   Finally,I haveamessagef or allairlinechi efexecutivesand  airlineboardmembers  aroundtheglobe .N ewfiltratio n systemsarenowavaila ble .E very  individual  passengerand crew - memberdeser vestob reathecl eanair onboard. Iam yettom e etashareholder whowoulddisagree , soplease,do therightthing ,showleade rshipandbr ingthis6 - decadeold  problemtoanend.  Thankyou    Con v air Boei ng 727 So Wha t Chan g ed. ADV ANCES IN AIRCRAFT MANUF ACTURING TE CHNOL OGY . ADV ANCES IN ENGINE SEA L TE CHNOL OG Y . ADV ANCES IN OIL FORMULA TION AND PRODUCTION. COS TS. SHAREHOLDER V AL UE. THE AGE OF BLEED AIR. Ov er view His t or y . Airmanship. Some Science. Closer look a t the f acts. Conclusions/R ecommenda tions. Self . Air cr aft. En vir onmen t. Risk. Sel f Aer ot o xic Sy n d ro m e . Choliner gic Sy n d ro m e . Cen tr e f or Disease Con tr ol. Similiar aties Cen tr e f or Disea se Co n tr ol an d P r ev e n t ion (CDC) Emergency Preparedness and Response Nerve Agent and Organophosphate Pesticide Poisoning TOXIC SYNDROME DESCRIPTION The purpose of this document is to enable health care workers and public health o ffi cials to recognize an unknown or suspected exposure to a nerve agent or an organophosphate (OP) pesticide. Nerve agents are chemical warfare agents that have the same mechanism of action as OP organophosphate pesticides insecticides. They are potent inhibitors of acetylcholinesterase . Inhibition of acetylcholinesterase leads , thereby leading to an accumulation of acetylcholine in the central and peripheral nervous system. Excess acetylcholine produces a predictable cholinergic syndrome consisting of copious respiratory and oral secretions, diarrhea and vomiting, sweating, altered mental status, autonomic instability, and generalized weakness that can progress to paralysis and respiratory arrest. The amount and route of exposure to the nerve agent or OP pesticide, the type of nerve agent or pesticide, and the premorbid condition of the person exposed person will contribute to the time of onset and the severity of illness. For example, inhalation of a nerve agent or an OP pesticide leads to a quicker onset of poisoning with more severe symptoms when compared to with dermal exposure s, given the same amount of agent. Signs and symptoms The following is a more comprehensive list of signs and symptoms that may be encountered in a person exposed to a nerve agent or OP pesticide. Signs and symptoms are not listed in order of presentation or speci fi city. Also, partial presentations (an absence of some of the following signs/symptoms) do not necessarily imply less severe disease. Central nervous system signs and symptoms Miosis (unilateral or bilateral) Headache Restlessness Convulsions Loss of consciousness Coma Respiratory signs and symptoms Rhinorrhea (perfuse watery runny nose) Bronchorrhea (excessive bronchial secretions) Wheezing Dyspnea (shortness of breath) Chest tightness Hyperpnea (increased respiratory rate/depth) – early (increased respiratory rate/depth) Bradypnea (decreased respiratory rate) – late (decreased respiratory rate) En v ir onmen t Haz ar ds of our own making. Comple x chemic al compounds and UFP ’ s One chemic al at a time/trigger limits Directly and indirectly , separat ely and c ollectively . Con clusi on L ONG TERM HE AL TH GENERAL F ORE SEE ABILITY OF INJUR Y OR IMP AIRMENT . UL TRA FINE P AR TICLES AND THE BL OOD BRAIN B ARRIER . Luc ius Sen ec a • Err are humanum es t, sed per s ev er are diabolic um .” • T o err is human, but t o per sist in err or is diabolical. The R egula t ory Implica tions of Bleed Air Sup ply Con t amin a tion Susan Michaelis PhD , MSc, A TP L Univ er sity of Stirling / Michaelis A via tion Consulting Air cr aft Cabin Air Conf er ence Imperial Colleg e London 17 -18 Sept ember , 20 19 f r e q u e n c y Oil Cons ump tion Normal c onsumption Oper ational f act or s F ailur e condition s l e v e l low low high high Lufthansa (1999) https://ww w .metabunk.org / at tachmen ts/docslide -us_a- 320 -engin e-pdf .16 733 Oil Bearing Chamber https://ww w .exx onmobil.com/ en/a viation/knowledge -libr ary/r esources/je t-engine-oil-s yst em-2 Normal Oil Consumption • Normal “permissible” oil c onsump tion via: – br eather/deoiler - v en t s ys t em – pas t seals  c or e airflow – oil leak s • Ra t e of loss af f ected b y v arious f ac t or s – s tyle of seal, balance r a tio , lubric a ting r egime , oper ating c onditions (speed, temp, pr essur es), componen t c ondition, w ea r lif e, dist ortion… All dynamic sea ls ar e designed t o leak https://ww w .exx onmobil.com/ en/a viation/knowledge -libr ary/r esourc es/ ca tegories/tech-topics https:// ga vinpub lisher s.com/ ad min/ assets/ art icles_pdf/1537165462 new_artic le_pdf69025564 .pdf Seals and Bearings / Air Of f -T ak e Oil Leak s 1. Normal oper a tions • All dynamic seals leak v ery low lev els (not ab solut e de sign) – R ely on pr essuris ed air: seal s ha v e a c lear anc e / lubric a ted surf ace • Incr eased leak age: – Pr essur e changes (tr ansien ts)  P ower air supply con fig changes – Thermal mechanical changes in engine – Low in t ernal pr essur e – e. g. s tart up, t axi ing , descen t – Oil h ydr oly sis (r eaction with w at er) and thermal o xida tion  r elease of carbo xylic acids which can escape fr om oil s y st em (associa t ed with s tr ong odou r “ dirty sock”) 2. Oper a tional: e. g. wearing seal; oil ov erfill 3. F ailure c onditions: bearing seal f ailur e or c omponen t… Misconceptions Ab ou t O il Le ak ag e 1. Higher pr essur e in g as pa th than inside bearing chamber – k ee p s oil in bea ring chamber × 2. Se als only leak when f ailure occur s × 3. Rev erse pr essur es to be a v oided – pr ev ents leak age × "Sealing bearing chambers at n ear amb ient pressure is difficult " (Chup p 2006 ) NASA/TM — 2006 - 214341 CASE 1 • 47 -y ear- old male int erna tio nal airlin e pilot e xperience d 4 episodes of cabin air fume ev en ts, ov er 2 year s during flig hts on Airbus air cr aft • 2 of them w er e smell episodes, the other s wer e s mok e ev en ts of unknown origi n • Dif ficultie s with immedia te memory rec all and, occasionally , with the fluency of his speech • Las t ev ent: the pilot dev eloped mild cough and shortness of brea th tha t per sis ted f or sev er al week s. • P as t his tory: non r emark able; no prior medica tion; no oth er epidemiologic hin ts • Se v er e cough, tin y whitish sputum, moder at e dyspnea • Ph y sical e x am: bilat er al whee zing, O 2 sa tur ation 93 % (r oom air); af ebrile • Ches t X- r a y and C T scan: normal • Sputum micr obiolog y: neg ativ e • Neg ativ e PCR tes t (Film Arr a y R espir at ory P anel 2) of nasopharyngeal secr etions f or Adenovir us, Influenz a A & B virus, P ar ainfluenz a, R SV , Rhino virus/Ent er ovir us, Chlam ydia pneumoniae , Myc oplasma pneumoniae , Bordet ella pertussi s , Met apn eumovirus & Cor ona virus CASE 1: one mon th lat er • Spir ometry: moder a te air wa y ob s truc tion with a s tr ongly positiv e br onchodilat or tes t. Diffusion c apac ity f or carbon mono xide (D LCO ) w as normal • St eroids , leuk otriene inhibit or s, inhaled long acting muscarinic ag ents (LAMA) and long acting bet a -adr ener gic ag ents (LAB A) w er e prescribed • R espir at ory s ympt oms slowly sub sided during the f ollowing 6 mon ths; but neur ologic complain ts ev en wor sened • A t 3-mon th f ollow-up a diagnosis of R ea ctiv e Airw a y Dy sfunction S yndr ome (R ADS) r elat ed t o Aer oto xi c S yndrome w as done CASE 1 Pulmonary Fu nction T es t Actual % Pr edicted TLC , L 7.47 91 R V , L 2.8 2 1 11 FV C, L 5.09 101 FEV1, L 2.45 63 FEV1/FV C 48 63 FEF 25 - 75 , L 0.94 25 D LC O , mL/min/mm Hg 25.8 82 • P ain r adiating down his arms and slight numbness and tingling in fing er s • F ormal neur ologic al e x aminatio n: normal • Blood t es ts: normal • Neg ativ e immunological s tudies (A CE, RF , ANA , ANCA) • MRI ex amination and EMG: normal • Neur onal injur y : • Highly pos itiv e tes ts f or autoantibodies ag ainst m yelin bas ic pr ot ein (MBO), neur ofilament pr ot eins (NFP), micr otubule associa ted t au prot eins, tubulin, MBP and micr otubu le associat ed pr otein-2 (MAP-2) • As troc y tic mark er s br ain injury: highly incr eased levels f or autoantibodies ag ains t glial fibrillary acidic pr otein (GF AP) and glial c alcium -binding pr ot ein S- 100B CASE 1: long-t erm f ollow- up ✓ R espir a t ory s ympt oms a fter e xposur e t o irrit ant fume, v apor ,... • Cough, whee zing , shortness of br ea th, ches t tigh tness ✓ Onset < 24 hour s of e xposur e + at lea s t 3 months ✓ Documen ted absence of pr evious r espir at ory c omplaints ✓ Pulmonary function t ests: Br onchial h yperr eactivity ✓ Single inhala tion of a hig h con ce n tr atio n or irrit ating chemicals g ene r a ted as ae r osol or high lev els of particula tes but… R ea ct iv e Airw a y s Dy s fu n ct io n S yn d r om e (RA DS ) W TC 1 1 Sep tember 2001 Banauch GI et al . P er sis ten t h yperr eactivity and r eactive air w a y dys function in fir efigh t ers a t the W orld T r ade Cen ter . Am J R espir Cr it Care Med 20 03; 16 8: 54- 62 RADS does not r equire a clinic ally sev ere inhala tion injury necessita ting medical c ar e ✓ R elat ed t o “ irritan t - induced as thma” ✓ Multiple e xposur es to lo w c oncen tr a tions of irrit ants ✓ In tensity of e xposure is le ss but ma y be of gr eat er dur ation ✓ Onset of s ympt oms aft er sev er al hours or da ys ✓ Chemical and ph ysic al natur e of the irr ita ting agen t ✓ Concentr ation & simu lt an eous multiple ag ents ✓ Risk f actor s ar e incomplet el y char ac t er iz ed Low dose RADS & Low In tensi ty Chr onic Exposur e Dy sfunction S yndr ome • 34 y ear-old f em ale in terna tional airline flig h t at t enda n t e xposed to a f ew , r epetitiv e smell oil odor s in the c abin of an Airbus 320 during t ak eof f and landing f or 2 w ee k s • P ast His tory: unr ema rk able. No prior medica tion • Nonspecific upper r espir at ory tr act irrita tion , mild but pr ogr essive dry cough, and some skin it ching • Aft er a s tr ong odor episode, she dev eloped a skin r ash particu larly in v olving both ea r s and trunk, the coug h w or sen ed, and she beg an to c omplain about mild dyspnea CASE 2 • Ph ysi cal Ex am: • low BMI • skin abnormalities an d ey elids irrit ation • dry cough on deep breathing; O 2 satur ation 96 % (r oom air) • Neur ologic al e v aluation: unr emark able • Blood t ests : normal. Increase in m yeli n associa ted gl yc opr otein (MAG) • Pr evious ches t X r a y s wer e r eported to be normal • Spir ometric v alues normal but signific ant br onchodilat or r esponse • D LC O normal. In ter es ting ly , the br ea thing of g as mixtu r e (helium) used to perf orm the diffus ion tes t induced a se ver e cough epis ode CASE 3 • A diagnosis of multiple chemical sensitivity and br onchial h yperr eactivity r elat ed to Aer ot o xic Syndr ome w as done • Cough impr ov ed with daily inhaled ther apy with flutic aso ne fur oa t e plus vilant er ol • Non- r espir at ory s ympt oms per sist ed on long-t erm f ollo w-up • The pa tient had been f or ce d man y y ear s bef or e to ce ase flying with ob vious neg a tive ps y chological c onnot a tions CASE 3 Idiopa thic en vir onmen tal int oler anc e (IEI) ✓ Nonspecific s ympt oms when e xposed t o lo w lev els of chemicals, biologic or ph ysic al ag ents ✓ Medical societies scepticism: ps y chiatric disor der? ✓ No c onsis ten t objectiv e diagnos tic t ests t o de fine an illness... ✓ Cough is the mos t fr eque n tly r eported r espir at or y s ympt om ✓ P s y chologic al appr oach manda tory: mind & body in ter v en tions ✓ Quick En vir onmen tal Ex posur e & Sensitivity In v ent or y (QUEESI ques tionnair e) : TI L T tes t (T o xican t -induced loss of t oler ance) Multipl e Chemic al Sensitivity C o n c lu s io n s ➢ R espir at ory s ympt oms r ank sec ond t o neur ologic al s ympt oms ➢ R espir at ory s ympt oms ha ve been oft en neglected since man y clinicians ar e unaw are of this c ondition ➢ Br onchial h yper r esponsiv eness is the hallmark of in v olv ement ➢ Some c ases ar e c onsis ten t with RADS – Irrit ant induced as thma ➢ Some c ases ma y also be included in the spectrum of MCS / Idiopa thic En vir onmen tal In t oler ance A IRCRAFT DESIGN A ND SYSTEMS GROUP (A ERO) Cabin A ir Contamination – A Summary of Engineering A rguments International A ircraft Cabin A ir Conference 2019 Impe rial College London, 1 7/18.09 .20 1 9 Dieter Scho lz Hamburg Univ ersit y of Applied Scienc es International Aircraft Cabin Ai r Conference Dieter Scholz : Cabin Ai r – Engi neering Argum ents 18.09.2019, Slide 2 Aircraft Desi gn and S y stem s Group (A ERO) Contents Cabin A ir Contamination – A S ummary of Engineering A rgume nts • Introduction • Jet Engine T echnology • Aircraft Systems T echnology • Aircraft System Des ign Principles • Engine Metals from the Oil i nto the Body • Summary (of Engineering Arguments) • Contact International Aircraft Cabin Ai r Conference Dieter Scholz : Cabin Ai r – Engi neering Argum ents 18.09.2019, Slide 3 Aircraft Desi gn and S y stem s Group (A ERO) Introduction International Aircraft Cabin Ai r Conference Dieter Scholz : Cabin Ai r – Engi neering Argum ents 18.09.2019, Slide 4 Aircraft Desi gn and S y stem s Group (A ERO) Definition : Fume Ev ent In a fume ev ent, the cabin and/or c ockpit of an airc raft is fi lled with fume . Air contaminati on is due to fluids such as engine oil , hydrauli c fl uid or anti-icing flui d. A Fum e Event includes a Sm ell Event. Note: Other reasons for fume in the cabi n are possibl e. The term "fume ev ent ", however , is generally used as de fined here. Definition ada pted from (W ikipedia 2019) Definition : Smell Ev ent A fume event without vi sible fume or smoke, but w i th a di stinct smell usua l ly described as "dirty socks" from the but yric acid originati ng from a dec omposition of the esters that a re the base stoc k of the sy ntheti c jet engine oi l. Definition : Cabin A ir Contamination Ev ent (CA CE) In a Cabi n Air Contami nation Ev ent (CACE) the air in the cabin and/o r cock pit of an aircraft is contaminated . Sens ation of the contamination can be f rom vison (fume/s moke), olfaction (smell/odor), a combinati on of t ypical symptoms experienc ed by several passengers and/or or crew or by related meas uremen ts of C O, CO 2, ozon or other "harmful or hazardous concentrations of gases or vapours" (CS- 25 . 831 ). Introduction International Aircraft Cabin Ai r Conference Dieter Scholz : Cabin Ai r – Engi neering Argum ents 18.09.2019, Slide 11 Aircraft Desi gn and S y stem s Group (A ERO) De -aerator – Separating A ir and Oil Jet Engine T echnology (Hehir 2016) • Air leav ing the de-aerator s till contains some oil (s omtimes visible on the engine as w hite s moke). • Amount of oil depends on the oil separating efficiency of the de -aerator . • Oil leaving de-aerator determines (almost exclusiv ely) the oil consumption of the engine. • Oil leaving through engine seals is only a very small portion x of the engine's oil consumption (1%?). • Hence: Oil entering cabin depends more on this portion x then on the absolute engine oil consumption! ( Air with some oil ) International Aircraft Cabin Ai r Conference Dieter Scholz : Cabin Ai r – Engi neering Argum ents 18.09.2019, Slide 12 Aircraft Desi gn and S y stem s Group (A ERO) Engines Lo nger on Win g Laby rinth -Seal Clearances Increase as Engines A ge " Labyrinth-seal clearances naturally i ncrease as an engine ages . As thi s occurs – due to rubbing under vi bration, gyrosco pic torque, rough landings or any g-load factor , the engine a ir flow increases, resulting in even h igher oil consumption" (Exxon 2016a) and hence leakage into the bleed air . The figure s hows i ncreasing ti me to first shop visit of CFM 56 -7B engi nes. It follows: During a period of 10 years (2004 to 2014 ) maintenance practice c hanged s uch that engines sta y on the wing almost t wice as long without shop visit and seal replacement . Jet Engine T echnology (Aviati onW eek 2016) International Aircraft Cabin Ai r Conference Dieter Scholz : Cabin Ai r – Engi neering Argum ents 18.09.2019, Slide 13 Aircraft Desi gn and S y stem s Group (A ERO) Aircraft Sy stems T echnology International Aircraft Cabin Ai r Conference Dieter Scholz : Cabin Ai r – Engi neering Argum ents 18.09.2019, Slide 14 Aircraft Desi gn and S y stem s Group (A ERO) A irc raft Sy stems T echnology Bleed A ir Ducts Potential Sinks for Oil Contaminatio n Adapted f rom (AMM B737) B737 International Aircraft Cabin Ai r Conference Dieter Scholz : Cabin Ai r – Engi neering Argum ents 18.09.2019, Slide 15 Aircraft Desi gn and S y stem s Group (A ERO) T e m per a tu re Con trol (ii) A 320 ble e d a ir 50 % outflow v alve 50 % re circulation recirculation fan A 320 T emperature Control, Pressure Control, V entilation A ir Cooling Adapted f rom ( A320 FCOM) hot cold warm bleed air from en gine compressor A irc raft Sy stems T echnology International Aircraft Cabin Ai r Conference Dieter Scholz : Cabin Ai r – Engi neering Argum ents 18.09.2019, Slide 16 Aircraft Desi gn and S y stem s Group (A ERO) (GENFAM A320) A 320 A irc raft Sy stems T echnology Cabin A ir Ducts Potential Sinks for Oil Contaminatio n International Aircraft Cabin Ai r Conference Dieter Scholz : Cabin Ai r – Engi neering Argum ents 18.09.2019, Slide 17 Aircraft Desi gn and S y stem s Group (A ERO) Cabin A ir Ducts Insuff icient / Impossible Duct Cleaning US Airw a y s Fli ght 432 Phoeni x to Maui ( 2010 ) (https://y outu.be/AZqeA 32 Em 2 s) Aircraft released back into ser vice over nigh t after an (oil based) CACE are not cleaned as instructed by Airbus , because • ducts can not be r emoved from beh i nd the panels in th is sho rt ti me, • the inside of d ucts i s not accessible in th e first p lace . (Airbus 20 13) A irc raft Sy stems T echnology International Aircraft Cabin Ai r Conference Dieter Scholz : Cabin Ai r – Engi neering Argum ents 18.09.2019, Slide 18 Aircraft Desi gn and S y stem s Group (A ERO) How Do We Know ab out Oil in the Cabin? Oil has left traces on its w ay from the engine to the cabin interior: 1. Oil traces in bleed air ducts 2. Oil traces in air conditioning ducts 3. Oil t races in recirculation f ilters 4. Oil traces on cabin s urfaces (w all panels, seats, ... ) 5. Hy dro carbron concentrations in the cabin can be c alculated and agree with measurements Ev idence collected in Scholz 2017 a and S cholz 2017 b summ arized here: 1. (GCAQE 2017) 2. (CAA 2004) 3. (Ecke ls 2014) 4. (Lam b 2 012, Solbu 201 1) 5. (Scholz 2 017a) A irc raft Sy stems T echnology   1 ) ( , ,       CR ca b CR CR en g en g s e a l up b ea r o i l ca b ca b o i l h a M n S x x m V m  International Aircraft Cabin Ai r Conference Dieter Scholz : Cabin Ai r – Engi neering Argum ents 18.09.2019, Slide 19 Aircraft Desi gn and S y stem s Group (A ERO) Primary and Secondary Cabin A ir Contam ination Ev ents (CA CE) A irc raft Sy stems T echnology Based on EASA 2017b • mecha nica l stress? • therma l stress? • solvents (water , d e-icing f luid, ...)? Primary CA CE Second ar y CA CE (not underst ood t oday ) "normal" operation Ev ent Mechanism: • normal leakage • seal f ailure • neg.  p in bearing chambe r • transients International Aircraft Cabin Ai r Conference Dieter Scholz : Cabin Ai r – Engi neering Argum ents 18.09.2019, Slide 20 Aircraft Desi gn and S y stem s Group (A ERO) Dy namic Cabin A ir Contamination Calculatio n Theory A irc raft Sy stems T echnology Lakies 2019 at HA W Hamburg Downl oad of proj ect report: https://doi .org/10.15488/4543 It takes about 20 minutes for a discrete cabin air conta m ination even t (CACE) to be washed out by the a ir conditioni ng system (" thinning effect ") . International Aircraft Cabin Ai r Conference Dieter Scholz : Cabin Ai r – Engi neering Argum ents 18.09.2019, Slide 27 Aircraft Desi gn and S y stem s Group (A ERO) There is a problem with aircraft air condi tioning sy stems based on bl eed air . The ev idence: • Engine bearing seals leak small amounts of oil by design and more so in failure cases. • Engines are longer under the wing. Ther efore s eals are worn out more and leak more. • Oil residue found in bleed ducts, air conditi oning duc ts, reci rculation filters and on cabin surfaces. • Hy dro carbron concentrations in the c abin can be calculated and agree w ith measurements. • Hy dro c arbons are about two-fold in standard pax A/C c abins compared to B787 . • "dirty sock s smell " c omes from the base stoc k of the oil. This smell is an i ndication for oil products in the c abin. • Chemical s and certain metal s that are comm on in the workplace are found in employee's . Cabin A ir Contamination – A S ummary of Engineering A rgume nts Summary (1) International Aircraft Cabin Ai r Conference Dieter Scholz : Cabin Ai r – Engi neering Argum ents 18.09.2019, Slide 28 Aircraft Desi gn and S y stem s Group (A ERO) • There is a "thinni ng ef fec t" that reduce s the c ontamination c oncentration, but concentration depends als o on the s ource strength and duration. Ac cordingly , examples show the cabi n constantly full of oil smoke . • ECS us es bleed air . This desi gn should not be used (SAE). • Certificati on rules are violated . • An aircraft once contaminated with oil cannot be cleaned . Ducts and components would need to be replac ed. • Instead of applying a cauti onary proacti ve attitude , thos e responsi ble use too much effort to play things down . We need a change of attitude to the cabin air problem! W e need to get back to aviations proven principl e of caution and safety first . Cabin A ir Contamination – A S ummary of Engineering A rgume nts Summary (2) International Aircraft Cabin Ai r Conference Dieter Scholz : Cabin Ai r – Engi neering Argum ents 18.09.2019, Slide 29 Aircraft Desi gn and S y stem s Group (A ERO) Contact [email protected] http://ww w.ProfScholz .de http://Cab in Air.ProfScholz.de Cabin A ir Contamination – A S ummary of Engineering A rgume nts International Aircraft Cabin Ai r Conference Dieter Scholz : Cabin Ai r – Engi neering Argum ents 18.09.2019, Slide 30 Aircraft Desi gn and S y stem s Group (A ERO) References A 3 20 FCOM Airbus: A320 – Flight Crew O perating Man ual (FCOM) A 3 20 GENF A M Airbus: A320 – Gene ral Fam iliariz a tion (GENF AM) A irbus 2013 Airbus: In-Serv ice Inf ormation, Environmental Con trol System De contamination, A319/A 320/A321, 2 013 A deni y i 2015 Adeniyi , Akinola A.: A Coup led Lagrang ian-Eul erian Framework to M o del Droplet to Film Interaction with Heat T ran sfer . PhD T hesis, Univ ersity of Not tingham, 201 5. – URL : http://ep rints.nottingham .a c.uk/30 6 82 /1/a de niyi_PhDth esis.pdf A s suntos Militare s 2013 Assuntos Militares: Engine Alliance GP 7000 (picture), 2013. – URL : http://www .assun tosmilitares.jor .br/2013/0 1/pratt -fornecera-turbin as-embraer .htm l A viation Week 2016 A viation W ee k: CFM56 Engine's Pe rforma nce , E x tende d T ime - on - W ing Ad v a ntage, 2016 - 11 -29. – URL: http://a viationw e ek.co m/optimiz ing -engin es-throu gh-lifecycle/did-y ou -kn ow -cf m56-eng ines-performance -extended-time- wing -ad v an Cabin A ir Contamination – A S ummary of Engineering A rgume nts International Aircraft Cabin Ai r Conference Dieter Scholz : Cabin Ai r – Engi neering Argum ents 18.09.2019, Slide 31 Aircraft Desi gn and S y stem s Group (A ERO) References B737 A MM Boeing: B73 7 – Aircraf t Maintenance Manual (AMM) CA A 2004 Saf ety Regulat ion Group, CAA: Cabin Air Qua lity . CAA P APER 2004/04, 2 004. – URL: h ttps://pub licapp s.ca a.co.u k/d ocs/33/CA P AP 20 04_04.PDF EA SA 2017a European Av iat ion S afety A gency (EA SA): CAQ – Prelim inary Cabin Air Quality Measurement Campaign , 2017. – URL: h ttps://ww w .e asa.europa .eu /docume n t-library/research-p rojects/easarep resea2014 4 , Project pa rtners: Fraunh ofer ITEM, Hannover Medical Schoo l (MHH), Luf thansa T echnik AG / Deutsche Lu fthansa AG, Condor Flugdienst Gm bH, Bri tish Airways EA SA 2017b European Av iat ion S afety A gency (EA SA): A VOI L – Characterisation of th e T oxicity of Aviation T urbine Engine Oils afte r Pyrolysis , 2 017. – URL: h ttps://ww w .e asa.europa .eu /docume n t-library/research-p rojects/easarep resea2015 2 , Project pa rtners: The Netherlands Organization for Applied Scientif ic Research (TNO), National Institute for Public Health an d the Environment (RIVM), Institu te for Env ironm ental S tudies (IVM), Institute f or Risk A ssessment S ciences (IRAS) Eckels 2014 Eckels, Stev en J.; Jones, Byron; Mann, Garrett; et al.: Aircraf t Recirculation Filter f or Air -Quality and Incide nt Assessme nt. In: Journa l of Aircraft , V ol. 51, No. 1, pp. 320-326 , 201 4, http s://doi.org/10.2514/1.C03 2458 International Aircraft Cabin Ai r Conference Dieter Scholz : Cabin Ai r – Engi neering Argum ents 18.09.2019, Slide 32 Aircraft Desi gn and S y stem s Group (A ERO) References EA SA CS - 25 European Av iat ion S afety A gency (EA SA): Certificat ion Sp ecification (CS-25 ) " Large Aeroplanes" , 2017. – URL: h ttps://ww w .e asa.europa .eu /certification-specifica tio ns/cs- 25 -larg e -aero planes Exxon 2016a EXXON: Jet Engine Oil Consum ption, 201 6. – Download: URL: https:/ /w ww .exxonmobil.com/en/aviation /knowled ge -libra ry/resources/jet-engine -oil-consumptio n Exxon 2016b EXXON: Used Oil Ev au ation, 2016. – Download: URL: https://ww w .exxonmobil.com/en/av iation/know ledge-libra ry/resources/use d-oil-ev aluation Exxon 2017a EXXON: Jet engine oil system, part 1, 2017 . – URL: https:// ww w .exx onmo bil.com/en/aviatio n/knowledg e -library /resou rces/jet-e ngine-oil- system -1 Exxon 2017b EXX ON: Jet engine oil system, part 2, 2017 . – URL: https://www .exxonmobil.com /en/av iation/know ledge -libra ry/resources/jet-engine -oil-system-2 Gatti 2019 Gatti, Antoniet ta M.; Montan ari, S tefan o: Ev alua tion of a Pa thological S ample T hrough an Environmental Scan ning Electron Microscopy Investigation and an X-Ray Micro-Analysis, Report No 0 3/2019 International Aircraft Cabin Ai r Conference Dieter Scholz : Cabin Ai r – Engi neering Argum ents 18.09.2019, Slide 33 Aircraft Desi gn and S y stem s Group (A ERO) References GCA QE 2017 Global Cabin A ir Quality Executive (GCAQE): Contaminated Air Overview , 2017. – URL: https://pe rma.cc/XWS 4- W LJD once online at: htt ps://gcaqe.org/wp-content/upload s/2017/03/GCAQE-CAQ-Brochure-Pub lic-2017.pdf Hehir 2016 Hehir , Ryan: A CFD Investigatio n of the T w o Ph ase Flow Reg im es Inside the Bearing Chamber and De -aerator o f a Jet Engine . Maste r T hesis, V irginia Polytechnic Institute and State University , Blacksburg, Virg inia , 2016. – URL: https://vtechworks.lib.vt.edu/handle /10919/7338 6 Lamb 2012 Lamb, Judith; McGonagle, Carolyn; Cow ie, Hil ary; Cherrie, John W.: Cabin Air – surface residue study . Research Report TM/1 1/06 , March 2012, Institu te o f Occupation al Medicine , UK. – URL: https://p erma.cc/3SGD -LGUD once online at: http ://ww w .iom -worl d .org/pubs/iom_tm1 106.pdf Lakies 2 019 Lakies , Marcel: Dynamic Cabin Air Conta m ina tion Calcu lation The ory . Hamburg University of App lied Science s, Aircraft Design and Sy stem s Group (AERO), Project, 2019. - – URL: http :// nbn -resolv ing.org/ur n:nbn :de:gbv:183 02 -a ero2019- 03 -01 .0 15 SA E A IR 1 168 -7 Standa rd SAE AIR 1 1 68 -7, Aerosp ace Pressu riz ation System Design , 201 1 (first edition 1 991, A in 201 1), https://d oi.org/10.42 71/AIR1 168/7 . – URL: https://sa emobilu s.sae.org/content/AIR1 168 /7 , https://sa emobilu s.sae.org/content/AIR1 168 /7A International Aircraft Cabin Ai r Conference Dieter Scholz : Cabin Ai r – Engi neering Argum ents 18.09.2019, Slide 34 Aircraft Desi gn and S y stem s Group (A ERO) References Scholz 2017a Scholz, Dieter : Aircraft Cab in Air and Engine Oil - An Engine eri n g View . Presen tation, Inte rnational A ircraft Cabin Air Conf eren ce 2017 , Imperial College London, 19 - 20 September 201 7. – UR L: http:CabinA ir .ProfScholz .de Scholz 2017b Scholz, Diete r : Aircraft Cab in Air and Engine Oil – An Engineering View . In: Journal of Health and Pollution , V ol. 9 (2019), No. 24, pp. 93-98. – Journal: http s://ww w .journa lhealthpollu tion.org , Issu e: https://0 .5696/2156-9614- 9.24.1 91 2 01 , Download paper f rom: h ttp :// CabinA ir .ProfScholz .de Solbu 201 1 Solbu, Kaspe r; Daa e, Han ne Line; Olsen, Ray mo nd; et a l.: Organophosphates in Aircraft Cabin and Cockpit Air – Method Developmen t and Measurem ents of Contaminants. In: Journa l o f Dynamic En vironm e ntal Monitoring, V ol. 13 (201 1), No. 5 , pp. 1393-1403, https://d oi.org/10.1039/c0 em00763c Wikipedia 2019 Fume E v e nt, 20 19. – URL: https:// en.wikipedia.org /wiki /Fume_event A ll online re sources have been accessed on 2019 - 09 - 18 or la ter . International Aircraft Cabin Ai r Conference Dieter Scholz : Cabin Ai r – Engi neering Argum ents 18.09.2019, Slide 35 Aircraft Desi gn and S y stem s Group (A ERO) Quote this document: Scholz, Dieter: Conta m inated Aircraft Ca bin Air – A Summ ary of Engine eri n g Arguments . Interna tional A ircraft Cabin Air Conf eren ce 201 9, Impe rial College L ondon, 17/18 .09.2019. – Download from : http://CabinAir .ProfScholz .de See als o: Scholz, Diete r: T echnical Solut ions to the Problem o f Contaminated Cabin Air . Germ an Aerospace Congress, Friedrichshafen, Germany , 04.-06 .09.2018. – Presentatio n No. 0270, download from: http://Ca binAir .ProfScholz .d e This document is a lso av a ilable on http://Ca binAir .ProfScho lz.de Cabin A ir Contamination – A S ummary of Engineering A rgume nts A GP ’ s P er spectiv e of Fume Inciden ts Ov er 20 Y ear s Dr Moir a Somer s Air cra ft Cabin A ir Conf er ence 2019 • Inf ec tion • Primary anxie ty disor der • Hyperven tilation • PTSD • Depr ession • Deh y dr ation • Gas tr o-Oesophag eal R eflux Disease • Mass P s y chog enic Illness • "All in the Head" • "Jus t flying" • Str ess • Br onchitis • Vir al illness • No diagnosis - fit t o fly • Soma t of orm disor der Alt ernat e Diag noses D r J o h n S no w a n d C h o l e r a D r J o h n S no w a n d C h o l e r a • De tail ed his t or y is mos t import an t • Jus t because we don’t under s tand the e x act mechanism or ha v e the appr opria t e tes ts doesn’t mean the condition isn’t r eal or cause serious harm . • Simple measur es can be ins titut ed to pr ev ent harm . • In time Medicine will g ain under s t anding. All disease is subject t o adv ancing knowledg e. A s b e s t o s A s b e s t o s • Fir s t diagnosis Asbes t osis early 1920’ s • Dr Er ic Sain t – warning t o Gov ernmen t W A r e Wit t enoom in 1948 • Fir s t leg al cases 1970’ s not success ful • Corpor at e V eil pier ced – CSR held accoun t able A lc o a W a g e r u p R e fi n e ry A lc o a W a g e r u p R e fi n e ry • Demons tr atio n Corpor at e R esponsibil ity • Z eig arnik e ff ect R e fl ec t i o n P o in t s Barrier s to GP s: • Time • K nowledg e • R eluctance t o be in v olv ed in medicoleg al issues R e fl ec t i o n P o in t s Barrier s to Air cr ew: • Lack of inf ormation • No e xposur e plan • Lack of support • No disease s ta tus f or Aer o T o xic S yndr ome • Multiple Em er g ency Departments • F ear of job loss/w ork er ’ s compensa tion • Multiple inconsis t en t diagnoses • No dedica t ed pr otoc ol f or assessment P o s s ib le c h a n g e • S ympt oms sur v e ys prior t o and pos t fligh t – epidemiolo gical s tudies • In f ormation a t induction • Exposur e plan • Assessmen t/diagnosis/tr ea tm en t pr otoc ols • Specimens coll ections f or biomark er s/ g ene tic s tudies • Corpor a t e/workf or ce/r es ear ch/medical collabor ation © Copyright 2019 . Pall Corpo ration. Desig n Evol uti on Pall Clean Air T echnology ( CA T) fil ters f resh air provided by the engines or APU before it en ters the cabin. T o date, wor k has focused on a solution that r equires a filter t o be installed dire ctly upstream of t he mixing chambe r , with an addition al high temper ature filter to r emove particulat e and VOC from th e trim air . © Copyright 2019 . Pall Corpo ration. Const rain ts Based on a typical PAX loading and consideri ng atm osp heric conditions at a number of airports worldwi de, t h e air t emperature in thi s location wil l typically be at or be low 32 ° F with large quantities of f ree water being produced. The system has to: • Be able to manage hig h levels of free water and icing • Must not nega tively impa ct the performan ce of other system components • Must not nega tively affect the cabin hea ting and cool ing performance • Must meet all the CS - 25 certifica t ion requ iremen t s Key Design Consid eration © Copyright 2019 . Pall Corpo ration. Performance Requirements Integration in the aircra ft (critical to field a solu tion) Meet the ultimate goal of redu cing fume events and odors © Copyright 2019 . Pall Corpo ration. Odor Events Come with Ultra-fine Particles 0 10 000 20 000 30 000 40 000 50 000 60 000 70 000 80 000 90 000 10 0000 00 : 00 :0 0 00 : 14 : 2 4 00 : 28 : 4 8 00 : 43 : 1 2 00 :57 :3 6 01 :12 :0 0 01 : 26 : 2 4 01 :40 :4 8 UFPs part icl es/ cc Fli ght Ti me ACP Pack s ON after take - of f Climb p ower re - applied after level APU o r Engin e ON APU o n after landing Fli gh t 1 Fli ght 2 Indoor air Majo r roa ds Airpor ts 250,000 Decreases UFPs by 90 % MaV E Levels at measured at: Airport ~ 250,000 particles/cm³ Indoor air ~ 4,000 particles/cm³ Major roads ~ 20,000 particles/cm³ © Copyright 2019 . Pall Corpo ration. Particulate Fil t ration Ultrafi ne partic ulate (UFPs ) – PM0 .1 - Often conden sates of hydroca rbons - Elevated UFP levels durin g f ume eve nts Latest T echno l ogy Filt er Membran e Med ia 1 Med ia 2 © Copyright 2019 . Pall Corpo ration. Proven Experien ce in VOC Removal 0. 4 0. 5 0. 6 0. 7 0. 8 0. 9 1 0 50 0 10 00 15 00 20 00 25 00 30 00 35 00 VOC Fractional Removal Efficiency Time (s) Syn th e ti c Ca r b on Na t u r a l Ca r b on VOC Removal Eff ic iency: Synth etic vs. N atura l Ca rbon 100 P PM l im one ne 0 10 00 20 00 30 00 40 00 50 00 60 00 70 00 80 00 0 10 20 30 40 50 60 70 80 90 10 0 0 10 20 30 40 50 60 70 80 90 10 0 0 50 0 10 00 15 00 20 00 25 00 30 00 35 00 40 00 Flight Hours / A330 Removal Efficiency / % Specific Volume of Air Treated / m³ Air per gram Carbon Fl i g h t T ri a l 1 Fl i g h t T ri a l 2 Fl i g h t T ri a l 3 In - Ca bi n Per fo rman ce Dode can e Chal l e nge a t 10 pp m Face Vel oci ty 1 .1 m/s © Copyright 2019 . Pall Corpo ration. A- CAF an d M aVE in Combinat ion A - CAF ( Ad v a n c e d Ca b i n Ai r F i lt er s) Repr ese nta ti ve MaVE © Copyright 2019 . Pall Corpo ration. Validat ed Sim ulation Mod els Cabin Air Quality Simulation Through numer o us ground tests and simulati ng fume e vents we validated our simulati on analysis tool to ena ble optimiz ation of the VOC adsorbent. Product Perform ance • PM2.5 caused 4 .2 million death s/year globally in 2015, compar ed to 3. 5 million in 1990; • 5 th highes t r anking mort ality risk f actor Dea ths associa t ed with fine ambien t particula te mat t er (PM 2.5 ): • Car diov ascular (~48%; ischaemic heart disease and s tr ok e), • R espir at ory c onditions (~35%; as thma, chr onic obs tructive pulmonar y disease, cy stic fibr osis ). • Lung c ancer (~9 %) P articulate air pollution was classified as a c arcinoge nic agent by the In ternational Agency for R ese arch on Cancer (IA RC) in 2013 WHO; Global Bur den of Disease; Eur opean En vir onment Agency . A J Cohen et al. Lance t 2017; 38 9:1907 -1918 Chr onic obs tructive pulmonary disease - emphy sema Cancer Heart r ate v ariabili ty A theroscle rosis Cough Inf ection R espir at ory e f f ec ts of air pollution SY STEMIC EFFE C TS health y COP D R espir a t or y e ff ect: • Incr eased r espir a tory mort ality • Incr eased incidenc e and e x acerbation of chr onic pulmonar y diseases: as thma, ch r onic obs tructiv e pulmonary disease, cy stic fibr osis • Incr eased pulmonary inf ections – compr omised, y oung and elderl y • Incr eased s ympt oms: cough, ph legm, whee zing , br ea thlessness • Incr eased lung c ancer • R educed lung fun ction/ gr owth in childhood which a f f ects adu lt health Health e ff ects of air pollution Str ok es Neur ological development Ment al health Neur odegener ative disorder s Car diov ascular disease – m y ocar dial inf arcti on, c ar diac ary thmia, c ardiac f ailure R es pir at ory disease – COP D , as thma, inf ection, lung cancer R educed lung gr owth R ed uced lung fu nction T ype 2 diabet es T ype 1 diabet es Liver to xicity R en al disease Alt er ed bone met abolism High blood pr es sur e Endothelial dys fu nction Incr eased blood clot ting S ys temic in flammation Thr ombosis A ther osclerosis Pr ematur e birth Low birth weight R ed uced/dela y ed f oet al gr owth Low er sperm quality , inf ertility Pr eeclamp sia Acceler at ed aging Autoimmune rheumatic disease R espir able PM 10 and PM 2.5 Cour se Fine Ultr afine PM 0.1 D ep os iti on and impa c t of inha le d PM 2.5 an d PM 0.1 Structur e of the lung blood blood air air 0x NT 10 25 50 100 0 200 400 600 800 * *** Con ce nt r ati on (  g/ m l ) I L-6 ( pg/m l ) Oxida tive str ess and IL-6 mediat or r ele ase fr om human lun g r espir ato ry epithel ial ce lls following 24 hour e xposur e to DEP /En viro x Pr en a tal and early lif e diesel e xhaus t exposu re d isrupts (b r ain) c ortical lamina or g aniza tion: E vid ence f or a r e elin-r egula ted p a thog enic pa thw a y induced by int erleukin-6 R elat ed to A UTISM SPE CTRUM DISORDER S (ASD) Chang Y C et al. Brain Behav Immun. 2019 May;78:105- 115 25µg /ml 50µg /ml 100µg /ml Diesel e xhaus t particles (DEP) activ at e guinea pig and human airw a y se nsory ner v es - in v olvemen t in cough? Activ ation in volves c he mosensor y ne r v es , not mechan ose ns i ti v e ne r v es and tr ans i en t r ecep t or pot en ti al c han ne l A - 1 (T RP A1) Intr oduction of DEP into the airwa ys caused airw a y nerve activ ation in a guinea pig mode l 0 . 1 m V 120s A B C D E Veh 0 . 1 1 10 100 0 . 0 0 0 . 0 5 0 . 1 0 0 . 1 5 D e p o l a r i s a t i o n ( m V ) DE P ( µ g / m l) * * 0 2 4 6 8 10 p e a k i m p s - 1 ( a b s o l u t e ) Ve h i c l e DE P Be f o r e * Af t e r 0 2 4 6 8 10 p e a k i m p s - 1 ( a b s o l u t e ) Ve h i c l e DE P Be f o r e Af t e r DE P DE P F Gu i n e a p i g Hu m a n DE P saline DEP DEP c aus ed activ ation of isola ted guinea pig and hu man vagus nerve 0.1m V 120s A B C D E Veh 0 . 1 1 10 100 0 . 0 0 0 . 0 5 0 . 1 0 0 . 1 5 D e p o l a r i s a t i o n ( m V ) DE P ( µ g / m l) * * 0 2 4 6 8 10 p e a k i m p s - 1 ( a b s o l u t e ) Ve h i c l e DE P Be f o r e * Af t e r 0 2 4 6 8 10 p e a k i m p s - 1 ( a b s o l u t e ) Ve h i c l e DE P Be f o r e Af t e r DE P DE P F Gu i n e a p i g Hu m a n DE P DEP DEP DEP Guinea pig Human The or g anic soluble c ompon ent, not the carbon c ore, c aused g uinea pig and human af f er ent v ag al nerve activ ati on 0 200 400 600 800 0 20 40 60 80 100 W e i g h t l o s s o f s a m p l e ( % ) a b Te m p e r a t u r e ( ° C) A C 5 0 1 0 0 1 5 0 2 0 0 2 5 0 3 0 0 3 5 0 4 0 0 4 5 0 5 0 0 5 5 0 6 0 0 0 20 40 60 80 Pa r t i c l e d i a m e t e r ( n m ) N u m b e r o f p a r t i c l e s B 0.0 0 0.0 2 0.0 4 0.0 6 Depolari sati o n (mV) Gu i n e a P i g Hu m a n org- DE P par - D EP DE P or g- D E P par - D E P DE P D Org DEP P ar DEP O rg D EP G Pig Human Mechanis tic link between diesel e xhaus t particl es and respirat ory refle x es. R obinson et al . J Allergy Clin Immunol. 2018; 141(3): 1074 – 1084 • S ympt oms, including c ough and whee z e incr eased in Oxf or d Str eet • R educed lung function in C OPD subjects was r elat ed t o lev els of NO 2 , ultr afine PM 0.1 and fine PM 2.5 particles . • Car diov ascular chang es, including incr eased art er ial stif fness in Oxf or d Str eet, w er e see n in health y and COP D subjects and r elat ed t o NO 2 and ultr afine particles. • Car diov ascular medica tion pr ev ent ed the e ff ects of air pollution on (incr eased) arterial s tiffness in subjects with heart disease D ep os iti on and impa c t of inha le d PM 2.5 an d PM 0.01 • 0.02 % of inhaled nanog old (~20nm diamet er) e x cr et ed in urine by health y individuals aft er 2h e xposur e during ex er cise. • Nanog old in human and mouse a theros cle r otic plaque s aft er 4h e xposur e. Inhaled Nanoparticles Accumula t e a t Sit es of V ascular Disease . Miller et al. ACS Nano. 2017 Ma y 23; 11(5): 4542 – 4552 P articles r each the int er s titial tissues of the lung and can r emain ther e Up t a k e an d tr an slo c a tio n of M W CN T s b y hu m an alv eo la r ep ith eliu m Rueur ar oengsak , P ort er , T etl ey unpublished Apical Basal 70 -80% of 300nm CNT s (gr een) intr acellular 2-3% tr ansloca te t o th e basola ter al compartmen t Alv eolar epithelial type 1 cell s e xposed t o MWCNT s Hoppin g pr obe ion conduct ance micr oscop y of human r espir at ory alveolar epithelial cells e xposed t o carbo xyl-modified and amine-modified particles f or 4 hour s. Ruenraroengsak et al. R espirat ory epithelial cell cy t ot o xicity and membrane damage (holes) c aused by amine-modified nanopar ticles, Nanot o xicol ogy 2012, 6:94 - 108 Carbo xyl-modifie d NP (-iv e ) NP A E Amine- mod ified NP (+iv e ) Nanoparticle-induced r eac tiv e o xy g en species (ROS), importance of surf ace charg e and pr ot ec tion by an tio xidant tr eatmen t. Rueur ar oengs ak & T etle y PFT 2015 Contr ol Neutr al Neg ativ e P ositive Epithelium type 1 Epithe lium type 2 Alv e olar ma cr op h ages Alone +antio xidant Alone +antio xidant Alone +NA C S y s te m ic imp ac t of inh ale d PM 2.5 an d PM 0.1 Cons titu en t over all % change T otal PM2.5 +16.4 (13.5- 19.5 NH 4 + +21.2 (17.1- 25.4) NO 3 - + 18.1 (14.9- 21.4) Br +16.7 (13.2- 20.3) Elem. Carbon +10.9 (6.3- 15.6) Zn +14.4 (10.3- 18.6) Cl -8.2 (- 10.3 - - 6.0) Na -13.2 (- 15.2 - - 11.3) Na + -11.9 (- 14.1 - - 9.6) V -19.2 (- 25.3 - - 12.6) Association betw een PM 2.5 and cons tituents of PM 2.5 and pr eterm deliv er y i n Calif ornia 2000 - 2006. Basu et al. P aed. P erinat al Epidemiology , 2017; 31:4 24 - 434 231,637 b irths; 23,265 pr eterm births 50% PTB wer e 25-34 year s old PM2.5 dat a from 7 monitor sit es , coll ected every 3 rd or 6 th da y R e lat e d to: T r affic and biomass combus tion Long t erm exposur e Hispanic and Asian background SUMMAR Y • Ther e a r e signific an t s y s t emic health e ff ects of ambien t air pollu tion particles • Siz e, chemis try and shap e ma t t er s • Suscep tibil ity eg ag e, de f ence mechanisms, g enetics, e xis ting disease all pla y a part • Mechanisms in volv ed r emain unclear IFALPA IF ALP A represents the int ernational community of air line pilo ts ; A F ederation of nearly 1 00 National Associations And o v er 1 00,000 Pilo t Members Driv en b y dedicat ed v olunt eers who seek t o im pr o v e A viation Saf ety IFALPA The Mission of IF ALP A is t o pr omo t e the highest le v el of a viation saf ety w orldwide and t o be the global adv ocat e of the pilo ting pr of ession; pr o viding representation, ser vices and suppor t t o bo th our membe r s and t he a viation industr y . IFALPA IF ALP A P osition & Brief ing Le af let On Cabin F umes Aircraf t Cabin A ir Conf erence 20 19 4 https://www .ifalpa .org/publications /librar y/cabin-fumes -- 2 7 7 7 https://www .ifalpa .org/publications /librar y/cabin-fumes -- 2 78 1 IFALPA F ume E v ent – A Saf e ty Issue ► A fume e v ent ma y result in the incapacitati on of cre w members and je opar dize flight saf ety ► Immediat e saf ety concerns resulting fr om an abno rmal situation (fume e v ents) should be dif f erentia t ed fr om an y po t ential shor t and long-t erm health ef f ects ► some of the conseq uences of such leaks are still subject t o debat e ► V ariou s types of fumes ma y contaminat e the air supply syst em Aircraf t Cabin A ir Conf erence 20 19 5 IFALPA Bleed Air Cer tif ication Specif ications ► The air wor t hiness design standar ds F AR 25.83 1 (U .S.) and CS 25.83 1 (Eu rope) contain ven tilation sp ec ifications. ► “Cre w and pass enger compar tme nt air must be free fr om harmful or haz ar dous concentration s of gases or vapors.” ► Ho we v er , c lean air has no t been adequ ately defined. This condition must be me t at initial design cer tification as w ell as on an ong oing basis kno wn as ‘ c ontin uing air w or thines s’. ► There are currently no required methods f or air sam pling af ter fume e vents. There is a lack of cer tif ication specificatio ns f or co ntinu ed air w or thin ess once eng ines ha v e been installed on the air c raf t. ► Det ection syst ems are also required by F AA & EASA 25. 1309(c), ► these requirements ha v e ne v er been enf orced regar ding bleed air Aircraf t Cabin A ir Conf erence 20 19 6 IFALPA Cre w A ction ► Al w a ys f ol lo w t he manufacturer’s and/ or ope ra t or’s pr oce dures. ► Do n o x ygen masks ► Es tablis h co mmunication ► F o llo w the ass ocia t ed em er gency pr oce dures Aircraf t Cabin A ir Conf erence 20 1 7 7 IFALPA R epor ting ► Ef f ectiv e and comprehens iv e repor ting syst em is req uired ► a standar dized repor tin g f orm (ICA O cir cular 344) is encouraged t o be used ► R eq uired repor ts: ► mandat or y repor ts, as req uired b y the Stat e of the Operat or ► air craf t t echnical log ► smok e and fumes repor ting f orm Aircraf t Cabin A ir Conf erence 20 1 7 8 IFALPA P ost Ev ent Procedures ► re vie w the in-flight incident including consultation with the flight and cabin cre w as soon as practica ble ► De t ermine whether any cre wmember f elt un well , a nd/or whether their per f ormance w as adv er sely af f ect ed; ► R equire an y cre wmember who f elt un well , or f elt their per f ormance w as af f ect ed, not t o operat e as a mem ber of the cre w until the y ha v e been assessed as fit b y a medical practitioner . ► The medical check should be done as soon as pract icable af t er the fume e v ent. ► Fill in req uired rep or ts ► F ollo w the recommendations of your doct or , operat or , and pilo t association. Aircraf t Cabin A ir Conf erence 20 1 7 9 IFALPA Medical Ex amination Af t er A F ume E v ent ► So f ar no unif orm pr ot ocol on medical checks af t er fume e v ent ha v e been established. There f ore, only general gu idelines on what medical t ests should be per f ormed can be giv en. ► F ollo w y our o wn operat or’s pr ocedure if operat or has one. ► A dditi onal t ests ma y be per f ormed as par t of ongoing resear ch. ► Some more specific v olatile organic com pounds t ests are un der de v elopment f or fume e v ents, but the y are no t y et in r outine use. Aircraf t Cabin A ir Conf erence 20 1 7 10 IFALPA Medical Ex amination ► Clinical hist or y , ph ysical e xamination, including neur ological e v aluat ion ► Laborat or y t ests, depending on the clinical situ ation, that ma y inclu de, but are not limit ed t o, ► O2 -Saturation and ar terial blood gas analysis (PaO2, P aCO2, P h, H CO3-) ► Hemoglobin , methemoglobin , carbo xyhemoglo bin ► Blood-glucose , lactate , electr olytes ► In case of respirat or y pr oblem s, spir ometr y , and lung dif fusion capacity test ► An y ad ditional tests deemed necessar y b y the treating doct or . Aircraf t Cabin A ir Conf erence 20 1 7 11