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).

November 2018

Judgement of the Labour Court Cologne

It is now known that two flight attendants who claim to have suffered injury to their health because they were exposed to cabin air contamination for 45 minutes, lost their case before the Labour Court in Cologne: They claimed damages because their airline acted "intentionally". In concrete terms, such an incident had even occurred the day before.

The airline and the judges argued that the aircraft operator subsequently undertook a technical review and therefore no longer could expect that a new incident would occur the next day. Therefore, intent could be excluded and only in such cases the employer could be held liable according to § 104 SGB VII.

Therefore, the court did not have to examine whether there was a scientifically justified connection at all.

We are currently trying to find out what exactly the technical examination consisted off, e.g. whether the manufacturer’s instructions in the operating manual were followed, or whether - as is usually the case - it was just a small mini-check.

If there are clear recommendations or instructions in the operating manual but no action has been taken, the argument "no intent" would be untenable.

October 18th, 2018

Contaminated cabin air now brought before the International Criminal Court

In an Open Letter the Aerotoxic Association called upon the public prosecutor of the International Criminal Court in The Hague, to take action, stating that the existence of potentially poisoned cabin air violates several international regulations. Among other things, it violates ‚The Right to Healthy Indoor Air’, as demanded by the WHO;  also against the „Air Quality Guidelines“, Global update 2005: „Particulate matter, ozone, nitrogen dioxide and sulfur dioxide“.

Even EASA demands in its regulation CS 25.831 the same as does the Code of Federal Regulations of the USA regarding air traffic:

"Crew and passenger compartment air must be free from harmful or hazardous concentrations of gases or vapours" (p. 1 D 38f)

And this in fact, is not the case. Especially not when fume events occur that are more than just "smells".

The original Open Letter is accompanied by 2 full folders of documents, scientific evidence, previous court documents, supporting documents and testimonials from more than 100 affected persons, documenting this disastreous calamity that has persisted for decades.

October 17th, 2018

Occupational Diseases in Court: Only 10% of all cases are successful

Last year the Federal Government had „no idea“ when they answered the LEFT Party (printed matter 18/13543) "due to lack of statistic data by the DGUV", regarding the question how many cases exist that have actually received occupational ill health acknowledgment before the Federal Social Court, thus were successful,  or failed.

Now, all of a sudden, the Federal Government, in the person of Parliamentary State Secretary (BMAS), Ms Kerstin GRIESE (SPD) announced in an answer to the Greens (printed matter 19/4093 - see entry v. 18.9.):

"For decades the decisions of the accident insurance institutions have been confirmed in about 90% of the Federal Social Court proceedings. From this "the quality of the experts employed and the administrative procedures" can be seen.

We have a somewhat different view of things, as we have documented in many examples (;; etc.).

We have therefore added  thefollowing section to the chapter "What can one do?" (WKMT): "In Court". There you will find information on how to proceed when you wish to reject an expert, or his expert opinion because of "bad expertise“,  and if the judge refuses this, how to reject the judge. In the latter case, it is not the "bias" that is important, but the potential "concern of bias".

That this does not work in most cases is due to the fact that neither the judges nor most lawyers are familiar with the right of bias.

We can help and give tips & hints: at