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 www.ansTageslicht.de/cabinair (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: www.aircraftcabinair.com  

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 (www.ansTageslicht.de/Kabininenluft - German) and documents what is happening in this area.  Or, what is not happening. And why not. This German language blog (www.ansTageslicht.de/ATLB) is now also available in English and can be accessed directly via this permalink: www.ansTageslicht.de/ENATLB. And you should also have a look at www.ansTageslicht.de/fume-event-files - an "ABC" under permanent construction.

The information we collect in German is translated by Bearnairdine BEAUMONT who operates the network www.aerotoxicteam.com  and the blog www.aerotoxicsyndrombook.com/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).

15th May 2019

Literature study on cabin air by the German Aerospace Industries Association (BDLI) from 2017

Exactly one month ago we wrote to the BDLI asking for the results of a study that they had announced at the time: a comprehensive literature evaluation about the problem of cabin air. Publication was scheduled for December 2017, which is now 16 months ago. Allegedly a total of around 800 publications found worldwide were evaluated.

We have not yet received an answer. Now, exactly four weeks later - we are following up. We will report when we have feedback.

10th November

Answer from the Federal Government to a ‚small inquiry’

In the mean time the Federal Government has answered a ‚small inquiry’ submitted by the parliamentary group BÜNDNIS 90/DIE GRÜNEN, asking about the numbers of fume event occurrences: Printed matter 19/4443.

 As always, the Federal Government's answer is: They have little information and apparently want to know even less.

As it is,  also known from USA,  incidents are under-reported.  There are no mandatory reporting channels. Airlines are also 'not amused' about reports, because a reasonably effective cleaning of the air conditioning system and/or an exchange of the so-called ducts between engine and air conditioning system means considerable delays in further deployment of the aircraft. This means on one hand costs, on the other hand loss of revenue. Also for this reason experience has shown, that only some of such incidents are reported. Also considering that in most cases they are probably  (only?) less dramatic "odour events".

The considerable differences between reported incidents and actual incidents have been pointed out as examples under "Incidents“, which usually do not appear in official statistics.

Parliamentary State Secretary Steffen BILGER (CDU) answered on behalf of the Federal Government this question: "What is the Federal Government planning to do to ensure that as many fume events as possible are reported?

"The Federal Government has no evidence that Fume Events that have to be reported are not reported. Therefore, no additional measures are planned."

And the answer to the question: "To what extent is the Federal Government considering the nationwide mandatory introduction of breathing air filters that remove organophosphates and volatile organic compounds?“

"The specific substances that may contaminate cabin air have not yet been sufficiently identified or known. Only when these have been fully identified it is possible and effective to develop an appropriate filter."

The passenger association „Vereinigung Passagiere“ (VP) comments on this as follows:

"Parts of the aviation industry are more aware of the problem than the German government, because airlines such as EasyJet and Lufthansa are already testing such filter systems," (quote VP).

In fact, EasyJet in particular wants to equip all its planes with filters from Pall in the New Year (see entry from 20.9.2017 which can be found quickly when entering "EasyJet" in the search-bar). The airline announced this last year at the conference about contaminated cabin air/ aerotoxic syndrome in London.

The Federal Government and the Ministry of Transport have no idea about this and apparently also not about the two EASA studies. And, obviously they don't want to know anything.  

9th November 2018

As has now become known, the Bundestag’s Scientific Service has made a compilation of the question:

"Which legal requirements in Germany or at the level of the European Union would have to be specifically changed in order to oblige operators and/or manufacturers of civil passenger aircraft to install appropriate filter systems?“

Two institutions have commented on this.

1) The Federal Ministry of Transport refers to the competence of EASA and notes that the BFU has knowledge "that Fume events with the usual appearance characteristics also occur at airlines which already use filters". However, the BMVI does not give an exact source.

2) The most detailed statement comes from the Vereinigung Cockpit Association (VC)  (pages 5&6): VC points out that there are already sufficient EU regulations, namely the EU Directives 98/24/EC and 89/391/EEC "on the protection of the health and safety of workers from the risks related to chemical agents at work".

These would be implemented in all sectors (chemical industry, hazardous goods, noise protection) because fines would also be imposed. But not in aviation.

Therefore, no legal regulations would have to be changed or newly drawn up. Only existing regulations would have to be observed. But: "Neither the licensing authorities check compliance, nor the supervisory authorities see themselves obliged to do so." quote VC.

Here are the documents:

  • Scientific Service: Measures against so-called Fume Events
  • previous Bundestag document Precautions for the prevention of Fume Events. On p. 6  the reference can be found, that the EASA denies a connection between Fume Events and health consequences, because a study done by the Cranford University in 2011 on 100 flights (in words: one hundred) with five „large aircraft types "could not prove any so-called fume events with health-damaging concentrations".

7th November 2018

The BFU has answered - instead of answers: 2 complaints

We had sent several queries to the BFU with entry date 13th August. We quoted from the first answer the BFU gave us, which we wanted to have clarified. These were our questions, but instead of clear answers to our questions, the BFU Press Office complains.

Allegation no.1:

That we had published their answers, which could only be seen as factual information, as quotations.

You have to know that press offices are usually dissatisfied with the media and journalists, if they either don't write what the Press Office would like them to write, or if there is a critical follow-up. In this respect, the BFU's complaint is nothing unusual.

However, there is no legal entitlement for an authority not to publish its answers as quotes. Nevertheless, they are obliged to provide information.

It is common practice that the media like to quote such answers, or parts of them. And has its reasons to remain as close as possible to what an authority answers. And also not to have to expose oneself to the accusation that one has not correctly reproduced the information. The fact that one or the other authority tries to enforce its own modalities of reproduction is explained by the fact that authorities are basically monopolies. And they forget that they are - actually - service providers: for people, including the media. But this obviously does not go well with the BFU's official culture.

Allegation no.2:

That we published only a part of their last answer, omitting the decisive part.

Presumably, (but we don't yet know exactly why we have to ask again to gain clarity), we didn't clearly understand one of their phrases and therefore verified it beforehand because, from our point of view, it was rather "nebulous",  at least not to be understood clearly, namely: That the medical opinion in question, which the pilot in question is not allowed to see, is obviously constantly mixed with the clinical information of both pilots, i.e. that of the captain and the co-pilot. And that is why the co-pilot - for data protection reasons so to speak - cannot find out what concerns him alone.

That's why we asked again today:

1.       Does your reference to the fact that the medical report considers both the pilot and the co-pilot in terms of content and inseparably with the view to the shared event perhaps mean, that the medical report is written linguistically in such a way that the clinical data of both pilots are continuously compared and interwoven with each other?

2.        Would it have been possible for the co-pilot to have (or be allowed to) learn about his own data by anonymizing the data of his colleague.

3.       If the latter would not have been possible: Was this deliberately arranged in such a way that neither pilot could (or was allowed to) learn anything about the clinical results?

4.       If option no.3 does not apply: Is it customary for the BFU, when commissioning medical reports in such cases, to ensure that patients are not allowed to know anything about their state of health?

5.       If it is not customary at BFU for patients not to have access to their personal medical findings: Why, then, was it not ensured in this specific case that those affected were allowed to know what the Air Force's Aeromedical Institute had determined about their physical condition?

6.       Can the BFU imagine that in such cases, those affected might have a legitimate interest in finding out exactly what the medical results are and how they came about methodically - irrespective of the information mentioned in the final report starting on page 30?

And we concluded, that we did not consider the Press Office's announcement that its complaints no.1 and no.2 were no basis for further cooperation or exchange with us, as a threat.

Perhaps the press office of the BFU meant it as such. But authorities are basically obliged to provide information. And if they think that as a monopoly they can decide for themselves who they want to give information to and  who they don't want to give it to, then information can quite easily be forced through an administrative court. But it will probably not (have to) come to that.

We will continue to report.

October 17th, 2018

British coroners to look out for toxic cabin air effects in their investigations

In connection with the investigation of a deceased former flight attendant, the responsible coroner (official investigator into deaths) has asked the chief coroner to look into such cases in the future to verify whether the contaminated cabin air might have played a roll.

The British trade union UNITE, which is currently involved in more than 100 court cases concerning injuries to the health of flight crew, wants to take this opportunity to publicly discuss this fundamental problem, which airlines and manufacturers are still largely ignoring.

More under ‚Call for Public Inquiry’ following coroner’s warning of toxic cabin air

20th June, 2018

Lufthansa - BG Verkehr und Laboratory Technician ROSENBERGER: a perpetuum mobile

How industrially controlled research in connection with cabin air functions in Germany, is now also available as a graphic. LH finances BG Verkehr (as do others) on the one hand , on the other hand also the research (as do others) at the Hannover Medical School MHH. They can rely on Wolfgang ROSENBERGER’s results, to which Lufthansa themselves and BG Verkehr regularly refer, for example, in their refusal notices concerning applications for the recognition of the consequential health damages after fume events.

ROSENBERGER - respectively his former boss, who is now retired - works (as do others) in the spirit of the VALENTIN School of Erlangen, now in the fourth generation. (more here: www.ansTageslicht.de/Valentin). Its outstanding characteristic is - and always has been - its openly demonstrated closeness to the professional occupational liability associations.

The graphic in English can be opened here by clicking on it or via the link www.ansTageslicht.de/werwiewaswarum (there in German). 

November 27th, 2017

"Fume Event Consultation" in Göttingen (DE) apparently finally shut down

It was closed once before: in mid December 2016 until May of this year. Now it is closed down again, and apparently this time its final. Not only new patients are no longer accepted, now even the 'regular customers' no longer receive a follow-up appointment. This has been indicated by the patient initiative p-coc.com. They give a whole series of recommendations:

  • What should be investigated after a fume event  in addition to the biomonitoring and
  • what one should pay attention to regarding what is proposed by BG Verkehr’s ‚D-doctors’ ( ed: first port of call for work place accident injury victims)
  • who are located near the airports,
  • and how to possibly enforce a necessary investigation; if need be with the help of a legal adviser. 
  • Or which additional medical measures are necessary and much more.

The exact reasons of the closure  are not known.

However, it is known that BG Verkehr wants to carry out its own human biomonitoring investigation series, at the DGUV, or its IPA institute, and wants to concentrate everything there -  instructions to this effect have been given to all D- physicians to have such examinations carried out only within their own BG or DGUV network (IPA Institute in Bochum).

Since the beginning of the BG's own 'study' the payment of costs for examinations at the apparently unfavorable Fume Event Consultation Clinic in Göttingen have been refused. It is well known that the senior physician and occupational physician PD Dr. med. Astrid HEUTELBECK has come to other results and conclusions as to whether and how fume events can (or do) affect people's health.

Whether all this is in accordance with "free choice of doctor" in Germany, is - for the first time - undecided. Due to these restrictions, the P-COC patient initiative believes that "an independent quality assurance is not given." 

That's because, according to reports from sufferers, "the D-physicians only, if at all,  offer human biomonitoring;  further diagnostic testing is not carried out, referrals are denied, and furthermore the results of the IPA's proof-of-substance assessments – have never been to given the affected persons. The hitherto still valid medical standard procedure of the BG after fume events has not been used since the beginning of the study. "

The ATLB will endeavor to obtain a substantiated justification from the UMG. And will then report.

November 20th, 2017

A summary from the Lufthansa staff meeting November 20th 2017, topic: FUMES 

There were significantly more interested people present than expected.

Of course, management representatives were also attending in order to present their point of view.

In short the highlights from my point of view:

The lecture by Professor Dieter Scholz, an expert in aircraft systems technology from Hamburg University of Applied Sciences. He showed that small quantities of engine oils ALWAYS get into the air, even if the seals are working as intended.

  • He further reminded that the engine oil can cause nervous system effects according to the warnings on the oil packaging (as they were in place up to 2004).
  • There is even the possibility that chemicals from the oil mist get into the on-board water system because in most airplanes the water tank is pressurized with bleed air. This means in plain language that our coffee and tea on board could also be affected.

If you are interested in details, you can read the lecture here: http://CabinAir.ProfScholz.de 

Frequent questions coming from the audience:

About repeated fume incidents involving the same aircraft over and over  - again management officials said they did not know - to which the audience reacted with a great deal of displeasure - but they want to get information ...

When asked why not after such incidents’ the entire air conditioning is cleaned, or when that would be the case,  rather evasive answers were given. I.e.: one can not clean the air conditioning after every ‚smelly oven’ incident - after verified fume / smell incidents’ this would of course be done.

We know that this is definitely not the case - the complete cleaning of an a/c system can only be incorporated into a ‚D-check’, where all cabin side panels are removed and access is provided to the air ducts. However a ‚D-check’ which involves long ground times (several weeks). Have a look at www.lufthansa-technik.com/en/aircraft-maintenance 

But, as we can prove, most fume-aircraft go back into service after only a short ground-time without thorough cleaning of the air-conditioning system.

The management emphasized that there are HEPA/carbon filters in the recirculation path of the air conditioning system. They acknowledged that these are installed only on a few models. E.g. all Lufthansa aircraft of the A320 family they said are equipped with such filters. On other aircraft there are HEPA filters that can only filter specific particles, i.e. virusses and bacteria. VOCs are not filtered out by HEPA filters.

A sustainable solution needed more research and time  (they said) ...

The problem has been known since the 1950s. How much more time do you want to take at our expense?

Then they tried to appease us, or shine their light, saying that Lufthansa is already doing more than required by law.

Is the responsibility being shifted to politics?

Just because legislature does not demand anything, the employers are not dismissed from their responsibility when it comes to the integrity of their customers and employees!

The unbelievable behaviour of some clinics in airport vicinity was addressed, as well as the lack of understanding how the employers’ liability insurance association (BG) deals with sick colleagues.

I have not heard of any recognized cases of long-term ill-health victims - only (acute) cases  from a few days to weeks are recognized, which are considered to be ‚completed’ after the crew member returns to flying.

Another issue was the inadequate amount of smoke hoods onboard and that it would be desirable for each crewmember to have one available.

Captain Raimund MÜLLER who spoke for the management tried to give us an explanation such as, that the smoke hoods are only to be used after specific instruction from the cockpit ... upon which loud and heated protests arose from the audience.

So you see – there was some ‚fire’ in it ...

I was really enthusiastic about the many colleagues who consistently asked critical questions on the topic and who refused to be intimidated by the presence of management.


The loud and approving applause of all colleagues at the end, will maybe get one or the other LH representative thinking ...

(Written by a flight attendant known to the staff of ENATLB)

November 8th, 2017

Dutch TV channel ZEMBLA picks up Fume Event Incidents and Gagging Order Clause

KLM attempts to sanction or threaten its pilot, Willem FELDERHOF, with a € 300,000  fine and damages in the event that he voices : "his opinion, his views and the facts regarding the air quality in KLM airliners in connection with his health condition, employment conditions and ‘aerotoxic syndrome’”, in public.

Regardless of this, information with the hush-money clause  has reached the Dutch TV broadcaster  ZEMBLA, who took up the subject and published it on November 8th in the third program. Part two is scheduled for November 15 at  9:15pm on NPO2.

October 26th, 2017

Lufthansa and the topic 'Underreporting'  

We had given up on it: to document when and how often so-called fume events happen. After three months (1.1 - 31.3.2017) of regular reporting of (only) known incidents we realized that there is systematic underreporting. A continuation of such documentation would be inefficient since there are other’s who do that. For example Aviation Herald’s Simon HRADECKI

Today we are making an exception and are picking up Aviation Herald’s report of the day : 2 incidents’ that are closely related: Lufthansa flight LH-447 with Boeing 747-400, registration D-ABVW, on the 20th. / 21st October.  On the way from Denver to Frankfurt a fume event happened even before the aircraft  took off: when the engines were started. "Technical problems", they said, plus an hour waiting time, resp. delay. Passengers noticed, that all doors remained open during this time - apparently to 'air' the plane. 

Straight after take-off the typical smell appeared again - the flight was continued. As one knows by now: upon beginning of descent the unmistakable smell appeared again. Members of the crew, but also passengers complained about typical symptoms: neausea, headaches, irritation of the eyes or vision issues.  

Upon Aviation Herald’s inquiry, the BFU had to admit that – as so often -  they knew nothing of this incident. Nobody had reported it.  It became known, that on the same aircraft, on October18./19. , two days before  this incident, a fume event had already occurred. With the same consequences for passengers and crew. This fume event however, had become known to the BFU.  But as usual in these cases: because the passengers had not been informed about the actual reason, apparently no one had gone to see a doctor - not even the crew. 

So the airline can be 'satisfied': there is no medical documentation for either incident which the Aviation Herald classifies as "accident" (rather than incident). So no medical proof of any consequences. 

More about that at Aviation Herald.

October 20th, 2017

"Fume Events: Airlines in state of alert"

This is the heading of an article on the DocCheck news site, which now is also dealing with the problem. It seems that the topic has now also arrived at this medical network.

October 19th, 2017

fuProblem now also on FOCUS ONLINE

After the airing in "Markt" by German TV NDR at the beginning of the week, in which contaminated cabin air was a topic (see entry of October 16) and DIE ZEIT who reported today, FOCUS ONLINE is now also present and has an anonymised affected flight attendant report about several such incidences: Toxic fumes on board: a flight attendant who already experienced this.

Apparently the subject is picking up momentum ( a little). 

October 19th, 2017

The weekly newspaper DIE ZEIT is dealing with the topic

Freelance journalist Petra SORGE published a detailed report on fume events and the consequences for those affected, in particular flight attendants and pilots, in issue No. 43/2017 (pages 30 and 31): "Poison in the cabin?" (Gift in der Kabine?)

SORGE was able to interview several pilots and flight attendants, all of whom reported similar symptoms summarized by the term "aerotoxic". This term was coined in 1999 by three independently working research scientists and physicians from France, the USA and Australia, who got together to find a fitting terminology for the symptoms.  (more about this in 'Health problem becomes certainty: Chronology of 'Aerotoxic Syndrome' - actually in German).

Many airline employees,  especially those who are affected by it know about the problem. Passengers not. The pilots are instructed not to inform the customers in case of an incident. Whoever does it anyway must probably expect "personnel measures", Petra SORGE quotes Jörg Handwerg,  the spokesman for the Association Cockpit (VC).

This is also due to the fact that the airlines would not only shy away from the conversion costs, but also possible litigation, which for example in USA, where high claims for damages are standard could be expensive. "That is why airlines, but also manufacturers, professional cooperatives and politics will continue to express their doubts, deny facts and produce studies." the journalist quotes the speaker of VC.