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).

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"!

September 7, 2020

Now online (as announced some days before): The Hunt for the TCP

How the knowledge of TCP came about, and the current state of affairs is described en detail at

In addition, there is a chapter in which the 3 studies of the professional associations on this topic are critically examined: The assertion that there could not have been a fume event because no TCP could be measured is nothing else than a scientific bluff:

September 4,2020

Alexei NAVALNY and cabin air: Novichok and tricresyl phosphate (TCP)

We had no desire that our research would have such an unexpected twist. We have great respect for this courageous person who is now - poisoned by a substance from the Novichok poison range - fighting for his life in the Berlin Charité. Russian students had already drawn a portrait of this intrepid politician in 2013 - in connection with the project Human Media Democracy:

We have now put together another documentation about the substance tricresyl phosphate (TCP), which is added to synthetic turbine oils and can enter the cockpit and/or cabin air during fume events and as such harms people: Novichok and TCP belong to the same chemical family of phosphoric acid esters.

The health consequences of such substances: often lifelong damage to the nerves and muscles, sometimes quickly, sometimes with a time delay. Worst case scenario: death.

As usual with Russian poison attacks: the Russian authorities always deny everything. As usual regarding the health damage caused by fume events or TCP: airlines and the employer’s liability insurers always deny everything. Similarly, the Federal Government: "The Federal Government has no knowledge of this.“

We have reconstructed the problem of TCP and have shown how absurd the claim by Lufthansa, the employer’s liability insurance assocations and their mainstream occupational physicians is: 'Because no TCP can be proven, there can be none, full stop.“

The explanation: TCP cannot be detected in blood or urine - the substance is one of the so-called hit-and-run substances: once it has entered the human body, TCP causes damage and dissolves - virtually undetectable, similar to white asbestos dust. Only very few experts can provide evidence in specialised laboratories: not directly, only indirectly on the basis of chemical indices.

Even though flying and the problem of contaminated cabin air are currently only of secondary importance to the public due to corona, we are continuing to work on this topic.

"We": These are the committed members of the Aerotoxic Global Network, the Patient Initiative P-COC, as well as individual experts who work with, including the initiator of

Following TCP, the next complex subject will deal with filters: filters as in nose-mouth covering, HEPA filters in aircraft and the air in operating rooms. According to Lufthansa, the air in an aircraft is as clean as in an "operating room". We will continue our research into this.

Why TCP cannot be detected and what this means is compiled under "The Hunt for Tricresyl Phosphate", which can be accessed directly at The English version is fortcoming at

30 July 2020

Fly? Or not flying?

That's what William SHAKESPEARE would ask himself these days. But he is no longer alive, unfortunately. Therefore Prof. Dieter SCHOLZ answers this question. Now in English.

See the article below.