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:

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 15, 2020

Fume Events: now also in the ARD boulevard magazine 

The topic is gaining momentum. Now the tabloid magazine BRISANT, part of the "Mitteldeutscher Rundfunk" (MRD) has also picked up the subject. Briefly, but nevertheless. And they referenced the "Patient Initiative Contaminated Cabin Air e.V." ( What to do in case of toxic fumes in the aircraft cabin?

February 14, 2020

Corrections to our report from January 30!

Please note: 

In the meantime, we have received other and additional information concerning the EASA workshop. Therefore we have changed our entry on January 30. The updated version is now valid.


February 14, 2020

Since autumn 2019, the Federal Government, or more specifically the BMAS, has been working on a "reform" of the Federal Occupational Deseases Law. For almost 20 years once again. We have already dealt with it a) in detail and b) critically at

The federal government and the BMAS, led by the Social Democrats (SPD), apparently (once again) wants to serve the interests of employers above all else, and above all take into account the proposals of the DGUV. 

Meanwhile, some federal states dissatisfied with a) the course of events planned by the government, and b) with the intended changes, are trying to resist this. They have therefore drawn up a statement on the Bundesrat. In this statement,

  • they want to enforce a hardship clause in cases involving rare diseases for which very little or no research results or on cause-effect relationships and/or epidemiological studies are available. Such a requirement is then to be applied "restrictively" (relates to previous § 9 SGB VII).
  • And in cases in which the continuation of an insured activity would lead to a further worsening of the clinical picture, this should no longer be exclusively at the expense of the employee or how else he should earn his income; instead, the BGen should "work with the employer and the insured to ensure that the insured are no longer exposed to the hazardous activity".

The reasoning behind the latter is rather 'witty': 

"The employer is obliged to provide working conditions where occupational diseases do not arise.

The fact that this must be pointed out - in the context of a single proposed regulation - seems to confirm the fact that the "reformers" have still not recognised this fundamental problem. And therefore are not prepared to introduce a reversal of the burden of proof. This would probably increase the economic pressure to such an extent that it would be cheaper for companies to take adequate precautionary measures than to pay for long-term and often irreparable damage to health afterwards. In the USA, for example, product liability law works on this principle: successfully.

February 12, 2020

Fume Event - Report now also on RTL

After the TV magazine Report Mainz (ARD) reported on the subject at the end of January, the private broadcaster RTL is now also joining in the news: "Ex-Condor pilot accuses: Sick from toxic cockpit air". 

Willy JAHNKE, now 65 years with 40 years of cockpit experience, is now suing his former employer. He has been dependent on 24-hour care for five years, and attributes his massive impairment to the toxic substances in the cockpit air.

30 January 2020

EASA focuses on "cabin air "

Over two days, lectures and discussions were held at EASA’s in Cologne; you can read about them here in the official program booklet. On the podium: the "usual suspects" in the form of the airlines, manufacturers and some representatives from the scientific scene, who have often pointed out that there is no danger whatsoever from the whole problem. 

However, there is now no longer any dispute about whether such fume events occur at all. Lufthansa concedes that - as they have done for some years now - such occurrences happen at a frequency of 0.05%, in other words: 1.85 fume events daily calculated over all LH flights. So far, nothing new. 

What is new, however, is the fact that the "Patienten Initiative" – ( was also present. Although their submission, a presentation “from the point of view of those affected” was not accepted, questions were allowed. 

Apparently, made use of this opportunity and startled the industry by asking very specific questions. There now seems to be some concern that the various diverse (aerotoxic) initiatives will unite and thus will have a more significant public impact. 

The fact that the crew is always newly assembled for each flight, i.e. meaning that there are no well-rehearsed teams, has so far proven to be a sure barrier to the development of solidarity amongst pilots and flight crews.

Lufthansa e.g. employs around 20,000 flight attendants; however, this could now experience changes due to and their planned activities. 

The British Capt. John HOYTE, the founder of and himself once a pilot, has issued a press release on the event.