FROM THE AEROTOXIC LOGBOOK June 2019
AEROTOXIC GLOBAL NETWORK · TUESDAY, JUNE 11, 2019
FROM THE AEROTOXIC LOGBOOK June 2019
Fume Events and a Call to Action:
As already emphasized several times, we do not document fume events (anymore). We had done this as a test for some years until the end of 2016 at www.ansTageslicht.de/incidentsThere are no valid numbers for it. B) mandatory and c) the airlines are ‘not amused’ about such reports. As a result, onboard personnel are reluctant to pass on search information, or only if it can not be avoided. The responsible supervisory authorities in Germany, such as the BFU and the LBA, are only occasionally notified of such incidents, and EASA only in very rare cases anyway, and – as it regularly turns out – it is not in their interest to take up search incidents or communicate them to the public. We have already reported this problem several times.
Several dramatic incidents have become known to the Aviation Herald and have been researched by them. Their blog is the most important source of information for this kind of incident:
concerns a LH Airbus A340-600, which was on its way from Hong Kong to Munich on 10th January 2016. Concerns about the future known symptoms such as dizziness, severe headaches, impaired vision, and concentration. Three of them became so ill that they were unfit to work.
After landing, the plane had to stay grounded for sixteen hours to replace all the textile equipment in the cabin. The Aviation Herald only now became aware that this was the second of a total of three consecutive fume event incidents. There had already been a fume event on the outbound flight. The next day, on 12th January 2016, is looking for event took place again, this time on the way to Dubai.
The BFU, which appeared to be aware of these incidents because of their frequency, is not prepared to initiate an investigation. For them, such incidents are not worrying and are only classified as “incident”. The fact that the flight attendant becomes chronically ill and unable to work does not bother the supervisory authority.
Lufthansa and the responsible employers’ liability insurance association have been classified as “accident at work”. With the additional note: “At the same time, compensation payments … beyond 12.1.2016 are denied, as the complaints filed by the crew are no longer causally attributable to the alleged event.”
To this end, the Aviation Herald has posted a letter online, from Lufthansa to one of the cabin crew members, listing the complaints.
is no less dramatic. Even the daily “Die Welt” reported June 10, 2019: “Biting Odor” in the cabin of a Lufthansa jumbo jet.
It happened on 7th June 2019 and concerned a Lufthansa Boeing 747-8 jumbo jet on it’s way from Mexico. It was already on the runway, but had to return to the gate because of the “biting smell”. Four or five of the crew members were taken to hospital.
Lufthansa apparently did not respond to the newspaper’s inquiries and only spoke of “indefinable smell” – supplemented by the usual standard sentence: “The safety of the passengers and passengers has top priority for us at all times”.
is probably the most dramatic, because it affects the two pilots, who – as the only ones in an airplane – can fall back on oxygen masks (if they are still able to do so).
This is a British Airways A 321 from London to Copenhagen. And it concerned the two pilots who were able to ‘save’ themselves with oxygen masks during the landing approach. But they had to go to the hospital afterward. The return flight had to be postponed by 29 hours.
As usual, the agencies are silent. And the hospitals. The airlines anyway. Because of these reasons, there is little to learn on a regular basis. But it would be important to convey this matter and child of drama to the (sleeping) politicians.
We, therefore, call the flight crews (who usually do not know what they are going on) at least report to the Aviation Herald which is the only valid information platform. However, they know that they can only convey the tip of the iceberg.
According to official data from Lufthansa itself, which is based on an average of 2,000 flights to one fume event. Converted to the amount of only LH flights, this would correspond to 10 incidents per week. (SOURCE DOKZENTRUM AnsTageslicht.de)
The Aerotoxic Logbook (ATLB) in German (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 at www.ansTageslicht.de/cabinair (EN).