by Joseph P. Farrell, Giza Death Star:
Those who know me well – including some of my friends who are pilots – know that I do not fly. Period. End of discussion. I don’t fly.
When queried about why, I will respond with some variation on the theme “Because it’s just not safe,” whereupon my interlocutor will counter with the usual arguments about statistics and flying being the safest mode of travel, and yadda yadda yadda blah blah blah &c &c &c. I get all that, and fully acknowledge my view is completely emotional and irrational. They made the same arguments about zeppelins and airships. So I’m sticking to my emotional and irrational guns. After all, I grew up in an era when it seemed like every passing month, a DC-10 somewhere in the world managed to fly right into the ground with a planeload of passengers, or, as more recently, portions of aircraft fly apart at altitude, sucking the clothes clean off of a baby who, it turns out, was very lucky he didn’t get sucked away along with them.
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And I could recount a litany of “problematic encounters” with aircraft from the days I did square my shoulders and enter one of those aluminum tubes of pressurized air for flights, with each and every time being a personal brush with abject fear, like the time I took off from Tulsa Oklahoma in a thunderstorm in the days when TWA was still flying, and flying 707s at that, and experiencing turbulence that literally made the fuselage twist in self-evident torsion (and oh, what a friendly, non-nervous, reassuring flight crew we had on that flight!), or the time I was stuck at O’Hare waiting for my flight to be called, and watching the co-pilot of my aircraft do his inspection, and noticing the little puddle beneath the wing… Well I could go on and on with my stories about my less-than-satisfactory encounters with the laws of aerodynamics and fluid mechanics, but suffice it to say, after my last flight from England after I had finished my stint at Oxford, I revolved never to fly again, and that is a resolution I have kept and will maintain to my last breath.
This has not kept me from paying attention to what’s going on in the world of flight, from increasingly strange and problematical conversations between pilots and air traffic controllers in recent months, to the following stories (courtesy of V.T.):
As one might expect, I want to concentrate on the second of these articles, but before I do, note what is stated in the first article:
There have been many tragedies this year. Phil Thomas, a young graduate of the Cadiz, Spain, flight training academy, fell ill and died suddenly in April. There were five pilot incapacitations in March including a British Airways pilot who collapsed and died in Cairo, Egypt not long before he was due to fly.
Pilots are super-fit, so why are so many dying suddenly or collapsing? Cpt Murdock concludes they are suffering severe adverse reactions to the Covid-19 vaccinations, which has myocarditis (heart inflammation), brain fog, insomnia, blood clots and anaphylaxis as side effects.
He thinks some pilots are ticking timebombs and claims many are not declaring ill-health. He said: ‘They are not reporting brain fog, heart flutters and dizzy spells because they don’t want to lose their jobs.’ (Italicized emphasis added)
It’s that “brain fog” that has my attention, because if you’ve been paying attention to those youtube recordings of cockpit-to-air traffic control conversations, the amount of those conversations that in recent years has become problematic has definitely spiked. One does not want air traffic controllers to be experiencing “brain fog”, much less pilots. Is it any wonder that on-the-ground incidents on runways or taxiways has increased?
With that in mind, let’s turn to the second article, and note the following spikes in diseases since the quackcines:
New data from the U.S. Department of Defense (DOD) indicates a significant increase in heart issues among pilots, with heart failure spiking nearly 1,000% in 2022. …
In addition to serious cardiovascular issues, the Pentagon saw significant spikes in numerous ailments well beyond their five-year averages including hypertension (2,181%), neurological disorders (1,048%), multiple sclerosis (680%), Guillain-Barre syndrome (551%), breast cancer, (487%), female infertility (472%), pulmonary embolism (468%), migraines (452%), ovarian dysfunction (437%), testicular cancer (369%), and tachycardia (302%). Heart-related ailments have soared over the past 5 years as well including hypertension (36%), ischemic heart disease (69%), pulmonary heart disease (62%), heart failure (973%), cardiomyopathy (152%), and other non-specified heart diseases (63%).
Both articles conclude that these increases correlate in time to the quackcine mandates that so many corporations, including airlines, and the US military, forced on its employees, flight crews, air traffic controllers and servicemen.
So why am I mentioning this story as one of the first three stories for the new year?
For several reasons. Firstly, i do not expect these figures to fall, but rather, that the problem, as the first article argues, will grow more acute, to the point that this year could see a significant impact on airline safety and profitability. After all, as the stories of flight personnel collapsing and air emergencies increase, public confidence and trust in flight will fall. Secondly, it is entirely possible that these problems will lead to a dramatic decrease in professionally competent flight and air traffic control crews, either through forced retirement from illness and other complications, but also of course from death. It takes thousands of actual flight or training hours to create a pilot, or an air traffic controller; such personnel are not replaced overnight. Finally – and watch for this one, because it’s coming – sooner or later someone will bring a suit against the airlines that will be quackcine-covid planscamdemic related. Either the families of dead or injured pilots, or passengers, or both. It is conceivable even that the airlines, in turn, might seek some sort of financial relief from their respective governments as a result of such litigation, or via their own direct litigation against the pharmaceutical companies for supplying patently unsafe products to their personnel.
So my prediction is that 2024 will be the year that we begin to see what will inevitably be several years’ long intertwined series of lawsuits that will sweep up Big Pharma, the airlines, the media, unions in its vortex. And I strongly suspect that this whole maelstrom may indeed be initiated from within the airline and air transport sector.
