The Aerotoxic Logbook (ATLB) in English (EN)

The problem has been known since the 1950s - roughly 70 years and nothing has ever been done about it.  The air in the cabin is still ‚bled off’ (the engines) in airplanes - with the well-known possible consequences for flight safety and health, in particular that of  flight crew. We have the cultural history on 'Flying is safe' and the ongoing problems investigated at (EN).

Although the cabin air is 50% re-circulated in modern aircraft types, the basic problem remains unsolved. With one exception: the Boeing B787.  This is/was also the state of knowledge at the first big conference on this topic in London in September 2017. The presentations can now be viewed here:  

There are many reasons why no solutions are found: the targeted influencing of scientific discussions, the airlines’ economic interests, the links between politics and air transport industry and other reasons.

The ‚Aerotoxic Logbook’, launched in January 2017, is a first comprehensive documentation addressing the problem of potentially contaminated cabin air ( - German) and documents what is happening in this area.  Or, what is not happening. And why not. This German language blog ( is now also available in English and can be accessed directly via this permalink: And you should also have a look at - an "ABC" under permanent construction.

The information we collect in German is translated by Bearnairdine BEAUMONT who operates the network  and the blog

With the ‚Aerotoxic Logbook’ we want to achieve international networking,  bringing together all initiatives and activities to communicate about this unsolved problem and to initiate solutions. At the same time it is a scientific experiment: What must happen before a problem is addressed?

Other initiatives providing information on the contaminated air issue you can get here (right side).

February 2021

3,000 Lufthansa flight attendants have suffered cabin air damage since 2000?

This is the number circulating internally among Lufthansa flight attendants. And it certainly has a basis, because such numbers do not arise by chance.

So, we asked Lufthansa:

First of all, could they give us figures on how many people have been affected since 2000? Answer: "We do not have the requested number."

We then followed up and asked in real terms whether Lufthansa could confirm the figure of 3,000? We asked on 9 February, at 12:58p.m. to be exact

The answer was not long in coming. It came exactly 7 minutes later at 1:07p.m.:

"I would very much like to send you a more detailed reply. Unfortunately, I cannot confirm the mentioned number, as we do not have it available."

What can one conclude just from the quick-as-lightning response?

Various things, of course. However, we assume that we hit the nail on the head, and that the number 3,000 cabin air injured flight attendants is accurate.

January 31, 2021

"Everything about cabin air - unfiltered"

is the subject of the programme will run in "PLANE TALK" on the YouTube channel "". Dieter SCHOLZ from the Hamburg University of Applied Sciences (HAW) and heads the Aircraft Design & Systems Group will be interviewed.

Subject matter will be about cabin air and Corona: starting at 6 p.m. onwards. The channel has 353,000 subscribers.

December 19, 2020

Perception trap "Fume Event": Risk for aviation safety and the crew

December 19 marks the tenth anniversary of a fume incident on approach to Cologne/Bonn Airport that nearly ended in disaster:

"It's hard to imagine if we had passed out! The plane would have followed the LOC and GS and hit the threshold in Cologne with 8 tons of residual fuel - because of snow - and 144 guests + 5 crew members. I don't want to imagine the catastrophe until today."

This is how the co-pilot summarized it in his Flight Report Cockpit at the end, which can be read in full at The entire incident is reconstructed at Lufthansa's subsidiary Germanwings on December 19, 2010

To date, the industry seems to have learned nothing - fume events are still happening and - in concrete terms - little or nothing is being done about them.

Because such incidents pose a risk to flight safety and the crew, the research project "Risk Perception" is looking into the question of why this is so: that nothing is being done. The first explanation: the existing information and figures are incomplete and cannot capture the problem either qualitatively or quantitatively: a classic case of a perception trap, when a problem can become a risk and everyone thinks/believes it is not a problem.

Prof. Dr. Johannes LUDWIG, Prof. Dr.-Ing. Dieter SCHOLZ (both Hamburg University of Applied Sciences - HAW), the patient association P-COC, the whistleblower network and a former pilot who is no longer able to fly due to fume events held a press briefing on this topic.

The problem of "underreporting" , why this is a perception trap and how underreporting of fume events affects air traffic safety and why it poses a health risk to the crew is described in detail at

October 29, 2020 - two years after October 29,2018

It was probably unavoidable under the given circumstances: If an aviation supervisory  authority delegates its duties to those it is supposed to (actually) supervise, this is what happens: a faulty sensor controls faulty software and sends the aircraft into disaster. The pilots did not stand a chance.

Barely five months later the second crash. For the same reasons.

After the first disaster, the FAA had already calculated that up to 15 crashes were possible over the life cycles of 4,800 aircraft of this type. The authority only reacted after crash number 2.

The EASA was also aware of the problems. The EASA did not react either. Nor did they warn.

We have documented the disasters: the two crashes and above all, the conditions at Boeing and the (actually) responsible aviation supervisory authorities:

Mid of September 2020

IATA and "fake news"

The economic situation is bad in the aviation industry, that is common knowledge and why. In fact, the aviation business seems to be so desperate that the international umbrella organisation IATA resorts to false statements, for example by booming on its Facebook page:

There you will find the slogans that:

  •     the cabin air is as clean as in an operating theatre of a hospital
  •     the HEPA filters (if any) are capable of keeping 99.99% of the coronavirus out or filtering it
  •     the air exchange in the aircraft takes place every 2-3 minutes and
  •     all the air would therefore be completely exchanged 20-30 times per hour.

The aviation expert Prof. Dr.-Ing. Dieter SCHOLZ has already explained and communicated on several occasions that this is 'pure nonsense'.
But that obviously does not stop the aviation business from continuing to harp on about their platitudes. Prof. SCHOLZ now sees this as a test: to see if it is possible to stop this fake news campaign of the aviation industry.

Everybody can be involved in this action: Make a report to facebook that these statements are "fake news"!