Pilot warns of Airline Industry Disaster due to Covid vaccines
Captain Shane Murdock says the air industry is ‘poised on the precipice of disaster’
A pilot for more than 40 years and a qualified air accident investigator, he has found official data that back up his claim of impending global catastrophe.
He adds:
‘When correlated, the data indicate there is an enormous problem that is having, and will have, a significant impact on aviation safety worldwide.
There is enough evidence to be sending out red flags.’
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 Co vid-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.’
Aviators have comprehensive annual health checks, or six-monthly if they have been ill. Rules state they can pass only with a less than one per cent chance of suffering an illness that could incapacitate them.
How are they passing medicals if they are suffering serious adverse reactions? Last year the global aviation regulator, the Federal Aviation Administration (FAA), changed the electrocardiogram (ECG) markers that measure the ‘PR interval’.
This is the time it takes for an electrical impulse to travel from one part of heart to another and is an indicator of heart health. The new limit is 50 per cent longer than the previous limit, and means that if a pilot has developed a heart condition, it could slip past.
It was November 15, 2020, when Australian airlines mandated Covid-19 vaccines for 900 pilots, and all air and ground crew. Pfizer, AstraZeneca, and Moderna were available in Australia.
Today is the third anniversary of that mandate and Cpt Murdock is one of 12 pilots who refused. He was sacked of course, accused of serious professional misconduct, a charge generally reserved for inappropriate sexual behaviour or reckless and dangerous behaviour.
Mr Murdock, 60, who lives near Sydney, Australia, flew as Captain for Virgin Australia for 20 years, and has held a licence since 1984. He also has an MSc in Aviation Human Factors, the science behind how humans interface with machines.
He said:
‘Somewhere on the international network daily, you will find a plane has been turned back because of a health emergency.
Either a passenger health emergency or crew health emergency.’
When pilots put out a mayday radio call to air traffic control, it is nicknamed a ‘squawk’. They use the code 7700 for all mayday calls which are reserved for serious incidents like pilot incapacitation or an uncontained fire on board.
Few scenarios warrant a mayday; passengers and crew must face genuine peril.
There has been an unprecedented rise in the numbers of mayday calls as tracked by a bot set up by the X account @GCFlightAlerts. It posts when a pilot squawks 7700 anywhere in the world.
Between 2018, and 2019, the mayday average was 29.1 per cent of all distress calls. During 2022, mayday calls increased by 272 percent. In the first three months of 2023, the increase was 386 percent.
The graph shows there was an instant, steep increase when the vaccines were mandated to pilots.
The average age of death in Australia during the pandemic was 85.3 years. The figures did not justify mandating vaccination to healthy, fit, pilots and implementing a no jab, no job policy.
It even violated their own guidance: according to FAA rules, no pilot is allowed to take any type of medicine unless it has been approved and in use in the general population for 12 months.
Pilots are forbidden to take part in drug trials and all Covid-19 vaccines were allowed under emergency use authorisation. The final phase of the trial finishes this year.
Cpt Murdock also looked at the number of multi-crew licenses issued by Australia’s regulator, the Civil Aviation Safety Authority (CASA).
They have the authority to impose restrictions on Airline Transport Pilot’s Licenses (APTL). A multi-crew license restricts pilots to operating with multiple crew members and is issued when their medical status shows a possibility that they may become incapacitated whilst flying.
CASA monitors and administers medical certification and licensing for all Australian pilots. Freedom of information data shows there has been an unprecedented increase of 126 per cent on limitations.
You would think this would prompt a major review by CASA, but they will do nothing while Australia’s drug watchdog, the Therapeutic Goods Administration (TGA), still endorse Co vid-19 vaccination for all.
It is a revolving door avoiding responsibility that is familiar to those of us investigating vaccine issues.
Cpt Murdock thinks lack of action can have only one result, and bear in mind we have seen many planes make emergency landings because of pilot incapacitations.
He is unequivocal and said:
‘Disasters will occur and both aircrew and the traveling public will die unnecessarily.’
See more here vtforeignpolicy.com
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VOWG
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Yes, “they” really do want to kill us.
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Cal Aylmer
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The last almost 4 years i find myself saying aloud two sentences CONSTANTLY. They come out of me after i read or hear people struggling to make sense of the nonsensical upside down-ness of everything suddenly.
“Of course it is !”
“That’s the plan Stan!”
Once you accept maximum cull count for the depop cull em tag em and bag em program is DESIRED AS A FEATURE as opposed to a horrible malfunction no one but you can see, you will sleep better. No more confusion. They ARE KILLING US BY “limited wars, pandemics, and vaccines” as they said they would.
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Typhus
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You are correct.
But…who are They?
And where do they reside.
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D. Boss
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Nonsense, gibberish, data not valid!!!
I have replied to another post with this dubious graph here recently. I do accept the clot shot is a disastrous monstrosity causing incredible harms to those that succumbed to the propaganda that it was “safe and effective” which is increasingly proven false these days.
However this “squawk 7700” bullsh*t data is completely devoid of controls and context. Here are some examples of why you CANNOT accept this graph without considering these and more factors:
1) pilots can dial in 7700 on the transponder (which piggybacks data onto a radar signal which bounces off the aircraft back to various ground stations – relaying the aircraft call sign, it’s altitude, it’s speed and heading) for any number of reasons, aside from pilot incapacitation by a medical issue. Did this twitbot discern which 7700 codes were for pilot incapacitation vs any number of other reasons to declare an emergency? If the answer is anything but yes, then you must dismiss the graph and it’s author’s conclusions.
2) Virtually all aircraft that operate in or near controlled airspace must have a modern mode C transponder. Airliners have a more sophisticated mode S transponder which also provides TCAS or Traffic Collision Avoidance System. This means not only airliners, but all GA (General Aviation) aircraft and all business jets and turboprops also can and do squawk 7700 in emergencies. The point here is airline transport has VERY few emergencies compared to the number of flights, while GA has in the US alone, 15-25 fatal crashes per month! And many of those do squawk 7700 before the crash. So again did the twitbot discern which were GA accidents, which by the way are primarily pilot error, not mechanical or medical problems? The GA accident rate alone, even if only 20% of them did squawk 7700, accounts for the rise in instances of “7700” codes.
look at this site:
https://www.pilotmall.com/blogs/news/a-nuts-and-bolts-guide-to-transponder-codes-bonus-squawk-code-pdf
And I quote “A squawk of 7700 is used for any emergency other than hijacking or lost radio communication. This code can include a broad range of situations like engine failure, fuel emergencies, flight control malfunctions, severe icing, landing gear malfunctions, airframe damage, fire, pressurization failure, onboard medical emergencies, and more.” Again this data/chart does not distinguish which codes were for medical vs the plethora of other reasons to declare an emergency.
Here is a visceral example of a non medical emergency which did squawk 7700:
https://www.youtube.com/watch?v=PTrLxkVOShg (Student Pilot Loses Engine | Cockpit View + ATC | by Brian Parsley) Again how many of these incidents did the twitbot record and then the author attributes or suggests this indicates increase in medical emergencies?
3) There has been a rise in airliners diverting due to unruly passengers disrupting flights over the past several years. Do these flights which have to divert because some nutbar gets into a fight or tries to open a door, etc, do any of these flights squawk 7700?
https://www.youtube.com/@VASAviation/search?query=unruly%20passenger
The above website provides real ATC communications and note the search above shows hundreds of planes needing to divert due to unruly passengers. Are any of these included with the twitbot analysis? (i.e. these are not pilot incapacitation, yet are in fact emergencies)
4) finally, the transponder codes are often received by several different ground stations. Sometimes a plane may take an hour to reach a divert or alternate airport, and several different ATC centers, approach controllers, or towers may receive this plane’s code. Does the twitbot discern that aircraft’s callsign encoded in the squawk, and only count it once? Or does it count each time a new ATC facility records it’s squawk?
The amount of doubt injected by merely this cursory view of this dubious data/chart totally negates the author’s conclusion. But I am sure there are more ways to cause doubt about this conclusion. If you are going to make an argument against mandated clot shots, don’t use shoddy data or easily refuted gibberish – you will be labeled a tin foil hat wearing conspiracy nut!
For reference, this page shows how as of late 2010’s virtually all aircraft were mandated to carry at least mode C transponders, meaning all GA aircraft in addition to airlines and business aviation planes have the ability to squawk 7700 and often do.
https://www.flyingmag.com/everything-you-need-to-know-about-mode-c-transponders/
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Howdy
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Hi D.Boss,
I read your comprehensive reply with interest, and though I had no reason to doubt you, did a bit of my own research.
Basically, a squawk 7700 is a general warning that a particular aircraft needs special attention for a plethora of possibilities, including passenger issues. It also detailing the current stats for identification, heading etc, thus saving pilot workload and confusion.
Thank you.
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