Really?Nowadays we can read on a practically daily basis: Pilot incapacitated, pilots donned oxygen masks, pilots declare pan-pan-pan emergency, pilots diverted, emergency landing due to pilot suddenly sick, crew acting weird, crew collapsing, pilot and crew members carried off board brought to medical care, emergency room, pilots depressed, pilots fatigued. pilot dies inflight. Plane crashes. Investigations determine: pilot error. Pilot cannot defend himself, pilot is dead. Mayday, mayday, mayday,Why ‚mayday’ , why distress in the cockpit? Way too often, due to sudden appearance of heated and burned oil / smoke, other toxic fumes or sickening chemical smells, filling the cockpit and cabin’s breathing air.
We can only survive three minutes – approximatly – without any oxygen. If the available oxygen is laced with neuro/toxins, the oxygen is reduced, it has no chance to neutralise the man-made synthetic chemicals. So perhaps the pilots can survive a bit longer, on low O2 while feeling spaced out, dizzy, with diminishing feeling in their limbs, incoherent thinking, not knowing what their next move is to be, with vision problems setting in … only capable, somehow, of just about remembering the drill to grab their O2 masks as their survival instinct kicks in, gasping for clean air.
Snake oil: if it doesn’t help it won’t kill you.
‚Snake oil’ = something useless that someone tries to sell you or make you believe is good – just slightly adapted.
As is increasingly the case, toxic fumes are known to cause severe medical emergencies and ensuing health issues, endangering the safety of unsuspecting passengers, not to mention the pilots and cabin crew.
Toxic fumes from the so called bleed-air system, from hydraulic oil fumes, kerosene fumes, pesticide spray mist, flame retardants fumes, de-iceing fluids seeping in, and more. Some of these compounds are listed amongst highly dangerous war-fare agents.
The industry does not like to acknowledge, never mind talk about the concoction of highly toxic fumes entering the cabin breathing air, which can happen while i.e. still standing on-blocks, then off–blocks and during taxi, followed by high–powered take-off thrust heating up engine oils, during which badly serviced or low quality seals and filters too often seem to be unable to do their job, instead, allowing highly toxic fumes to pass in to the breathing air and subsequently in to the lungs of the jet’s occupants. True to snake oil sellers mentality, the industry insists that this is completely harmless and all is well within legal limits.
If we are flying to one of those countries that demand a ‚desinsection’ of arriving jet’s cabins, the crew will spray, either before boarding or take-off in their country of departure, or upon decent before landing, a specially formulated toxic pesticide to kill any hiding bug which could endanger the safety of the entire country we are landing in.
Another highly toxic compound. It kills bugs, depending on the size or type either instantly or slowly. The products declare ‘only’ 2% active ingredient, but neglect to mention that included propellants like i.e. kerosene compounds (!) actually not only activate but also increase the toxic killing power of the ‘active ingredient’.
When much talked about fume events occur, during which fumes can appear as smoke in the cabin, everybody is inhaling a fresh brew, blended from the ‚bleed-air’ containing the jet oil’s neurotoxic agents, which is drawn in directly through the engines.
These various fume-concoctions collect and remain in the air within the circulation, stick to the interior aircraft surfaces and seat materials and can build up slowly but surely in the body tissue and fluids, especially of those flying frequently. They can cause severe damage to the central nervous system including the brain. (to be continued) …
Coming up Next:
The TCP Myth
ebook: “When Toxins attack Nerves” now available
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