Cabin Air Safety/Aerotoxic Syndrome

Margaret Ferrier Excerpts

Thursday 17th March 2016 Westminster Hall

[Henry Smith (Crawley) (Con)]

It is a pleasure to serve under your chairmanship, Mrs Gillan. I congratulate the hon. Member for Stalybridge and Hyde (Jonathan Reynolds) on securing this debate, and I add my thanks to the Backbench Business Committee for allowing time for the important issue of cabin air and aerotoxic syndrome to be discussed properly. I start by associating myself with all the words of the hon. Member for Stalybridge and Hyde and agreeing with what he said. Matt Bass was my constituent, and I dedicate my remarks as a tribute to him and all the other individuals who have been affected by possible aerotoxic syndrome.

I first became aware of the issue only a year ago, when, as right hon. and hon. Members of all parties will know, we were busy engaging with our local communities. Whether I was meeting constituents in Ifield ward or on the other side of my constituency in Maidenbower, people were raising this matter with me. It is perhaps not surprising, as Gatwick airport is in my constituency. I am fortunate that my constituency contains the headquarters of Virgin Atlantic and many charter companies, such as TUI Travel. It is also the airport with the largest operations anywhere of easyJet, and of course British Airways flies from there, as do many other airlines. Therefore, unsurprisingly, many people in my constituency work in the aviation industry. What struck me clearly was that this issue was of huge concern to them.

On fortunately, being returned to this place at the last general election, one of the first things that I sought to do was raise the issue of toxicity in cabin air. I was pleased to secure a debate on the Floor of the House in July 2015, and I followed it up with a letter to the Secretary of State for Transport and raised the issue with the Minister with responsibility for aviation, my hon. Friend the Member for Scarborough and Whitby (Mr Goodwill). I have been grateful for the replies that I have received.

As the hon. Member for Stalybridge and Hyde clearly outlined, the vast majority of aircraft fly at a very high altitude and must force the intake of air for passengers and crew. That usually takes place through the engines, right next to where lubricants are often used for the operation of those engines. In the all too many incidents that have been reported to me, it can cause contamination of cabin air. I suspect that that contamination has caused some of the awful illnesses that a number of aviation crew have experienced.

[Margaret Ferrier (Rutherglen and Hamilton West) (SNP)]

Does the hon. Gentleman agree that some of the symptoms can be confused with other illness and are therefore misdiagnosed? Worryingly, although the effects of short exposure are usually reversible, cabin crew who may be exposed more regularly could suffer permanent neurological damage and, as we have heard, it could be fatal.

[Henry Smith]

Yes, I think that is a distinct possibility. As the hon. Member for Stalybridge and Hyde said, most Members of Parliament are not doctors and are not necessarily medically trained, although there are some notable exceptions, so it is not for us to seek to diagnose. What I was hinting, in the strongest possible terms, is that the symptoms that affect many cabin crew can be confused with other conditions such as Crohn’s disease, which has been mentioned. Also, it seems highly likely to me from the research that I have done on the issue that aerotoxic syndrome is a real health outcome of prolonged exposure to toxic air. The issue therefore deserves the attention of Parliament and of the Department for Transport.

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[Dawn Butler (Brent Central) (Lab)]

I should declare that I have a few friends in the airline industry, and I also take the occasional flight, so toxic air on planes is of interest to me. I am also a member of Unite and GMB. I thank my hon. Friend the Member for Stalybridge and Hyde (Jonathan Reynolds) for his excellent opening speech.

One of my friends who works in the airline industry consistently has hay fever-like symptoms all year round, even when there is no pollen in the air. Having listened to the debate so far, I wonder whether some of that might be a symptom of his working environment. I, too, am no expert on this issue, but I have read through some of the paperwork and information that was presented to me. A 2011 report by Cranfield University for the Department for Transport found that there were no pollutants in aircraft exceeding the available health and safety standards, but those standards are measured differently. They are measured with regard to those of us on the ground and do not take into consideration people in an aircraft at high altitude, where pollutants will obviously have a different effect. It worries me that there is no proper measure of what exactly is going on in aircraft.

As has been mentioned, the European Aviation Safety Agency will be reporting in October 2016 on the suitable implementation of measures to tackle the problem. It is great that we have heard from the Minister that the Boeing 787 Dreamliner’s new design is not only to avoid contaminating the air supply. As I understand it, the bleed-free design was introduced in the ’50s and ’60s because it delivered a considerable reduction in fuel consumption. It was considered good for the overall environment because it used less fuel to fly.

It is strange that the cumulative effect of pollutants in aircraft on those working in the industry has yet to be measured, because employers have a responsibility to their employees, as is established in law. Cabin crews and pilots deserve to be working in the best possible environment. After all, they ensure that we get from A to B safely and make our journey as pleasant as possible. The least we can do in this House is to ensure that they have a safe working environment.

[Margaret Ferrier]

One possible solution that has been suggested by the Aerotoxic Association is for less toxic oil formulations to be used. That would lead to improvements in cabin air quality. Does the hon. Lady agree that although that would not fully address the issue, it should be considered as a measure to be taken while an inquiry is undertaken?

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[Rachael Maskell (York Central) (Lab/Co-op)]

It is a pleasure to serve under your chairmanship, Mrs Gillan. May I also congratulate my hon. Friend the Member for Stalybridge and Hyde (Jonathan Reynolds) on opening this debate so well? All the contributions have been incredibly positive in addressing this important issue. I, too, was at the meeting. It was humbling to hear from Mr Bass in January, when he presented us with a moving account of what happened to his son Matt, who died so tragically at the age of just 34. He deserves answers; he deserves action.

I, too, declare an interest as a member of Unite and a former national official of the union, but I also had a dual career. I was a clinician and worked in the interface between respiratory and neurological medicine, so I very much understand the clinical presentations that have been described by many cabin crew staff.

Matt had spent 10 years as a flight attendant. He was a young man. Following a shift, he had gone out to socialise with his friends, like so many others. He was fatigued, so he went to rest on the sofa. He never woke up. In fact, the organophosphates that he was exposed to during his career had caused him to feel unwell for some time. He was not to know why; he was not to know that they could kill him. The job he loved could have been slowly poisoning his system. We know this is true for the 61 cases that Unite is currently pursuing. As the hon. Member for Crawley (Henry Smith) said, this could well be a global issue; therefore, the number of cases is unknown.

[Margaret Ferrier]

Does the hon. Lady agree that, in addition to needing greater evidence-gathering, we should perhaps develop routine blood testing to measure the effects on cabin crew?

[Rachael Maskell]

It is important that proper screening is introduced—obviously the methods of screening need to be determined—thereby ensuring that cabin crew staff have proper occupational health support. The availability of those health services is vital.

We have also heard how long these symptoms have been recognised in the aviation industry. Indeed, my research showed that it was realised in 1954 that using air in this way with jet engines can result in gases escaping and coming into planes’ air systems, so we can establish that this has been recognised as a long-term issue, whatever date that was first known. We have also heard today about the report from the senior coroner, who has clearly established, as a matter of fact, that organophosphates are present in aircraft cabins and therefore can have a detrimental impact on the health of those who occupy that space.

It is important to understand who this issue could affect. We have talked about the cabin crew staff, but pilots and frequent fliers could also be exposed to the cumulative risk from such gases. Also, we are talking not just about the civilian airline industry, but about what is happening with military aircraft, where people are already putting their lives on the line. Could there be a risk for our service personnel as well? It would be interesting to know what work is being done to protect members of the RAF.

Before moving on, I want to thank the Unite the union health and safety reps, who are at the forefront of taking forward these issues, many in their own time, but all serving their fellow colleagues day in, day out, asking very difficult questions of their employers. It is to be regretted that they have been unable to find an industrial solution to this problem or get a direct response from the airline industry. That is why it is so important that they brought to the attention of parliamentarians the plight of people working in the industry. It is absolutely right that we support them in that. Indeed, the way in which this serious issue of concern was raised and presented to parliamentarians shows—if I may say so in this debate—a really responsible use of the political levy, which is what unions continually do. We should note that the current attack on the trade union political levy is totally inappropriate, because without it we might not be having these kinds of debate in this House.

I will now return to the matter under consideration. What is really shocking about this debate is that we are talking about a safety-critical industry—one that works to ensure the greater safety of those who work in and use it. In such a safety-critical industry, where lives could be put at risk, we therefore need to ensure that measures are taken as a matter of urgency. I know there has been a long, drawn-out debate, but this is a matter of urgency, because it may only take a pilot to be poisoned during a journey for there to be fatalities. We already understand that lives have been lost, but how many more need to be taken before action is taken? Therefore, I urge that we move forward in addressing this issue.

We know that there are poisonous gases that we experience in all sorts of places in our environment. The complete, holistic impact that that has on our lives is not yet understand, but what has been brought to the fore is the fact that these fume events are occurring frequently. I, too, had the statistic of one in 100 instances, which I share with my hon. Friend the Member for Heywood and Middleton (Liz McInnes), but the research suggested there could be even more. None of us know, because we do not have the detection systems to give us that information. What we do know is that the impact is very serious indeed.

The toxicity of organophosphates inhibits enzymes. That inhibits the neurotransmitters in our nervous system and at the neuromuscular junctions from operating fully, and that is the reason for some of the symptoms we see, such as drowsiness, along with some of the neurological impact and the impact on the autonomic nervous system. Our red blood cells, too, are affected, so exposure, as we would expect, will affect people in different ways, whether because of their genetic make-up, or even their body mass index or other factors. The important thing to do is to carry out research so that we have a good understanding of why people experience the different symptoms.

The symptoms can range from nausea and other gastroenterological conditions, through respiratory problems to the fatigue-type syndromes—the sickness syndromes—that are typically experienced. Often, people would not relate that to their work environment, and might think that they just feel under the weather, but continual exposure to such risk can build up toxicity over a period of time, thereby causing neurological injury.

We know—we have heard about this in quite a lot of detail—how those gases come into aircraft cabins, but what stood out for me was that it is often because of the failure of the seals on aircraft. Therefore, it is important that we ensure that the maintenance programmes of these aircraft are brought into check, because we have also heard how developments in the 787 Dreamliner aircraft have shown that that does not have to be the case with new designs.

I want to conclude by listing some of the things that I believe could be done to improve the aircraft environment for staff and public. First, as we have heard, there is monitoring. Monitoring devices would not be an expensive way of getting information and also ensuring that staff are kept safe as they go about their daily duties of keeping us safe in aircraft. I make a plea that we should put proper monitoring devices on aircraft, but also ensure that there are proper alerts when fume events happen, so that cabin crew can take the appropriate action to safeguard themselves and, obviously, the people they are there to serve.

We have also heard about reporting, which is so important. We know that it is absolutely at the centre of health and safety legislation, so that we can understand the prevalence of an issue. I would therefore ask that reporting be put at the forefront. We have also heard about the independent inquiry—which is so important as well—and the need for research into the impact of toxicity on individuals. I would also like to ask about the opportunities for greater engineering development. We know that filtration systems can be developed to filter out such air, so I would urge the Minister to make resources available for research into this area, to develop filtration systems that can provide the protections we need on existing aircraft, but also to look at the design of future aircraft.

I have already mentioned the need for good health checks and making sure that occupational health support is made available for staff, but we also need to ensure that the public are aware of the risks as they take their flights, so that they are conscious, if they detect any symptoms themselves, of what support they need, should such an occurrence arise. Finally, we know that the oxygen supply in cabins comes mixed with cabin air, which could well be toxic. Is it possible to look into how to get cleaner air into that oxygen supply, so that, should there be a serious escape of fumes, we know that we have a safe source of air to inhale during the flight?

Matt Bass was one of so many people in the airline industry who put our lives ahead of their own, day to day, serving us. Tragically, he lost his life. I do not want there to be another like Matt Bass, so I urge positive action today.