Connect with us

Underworld

“Asbestos of the Sky” – The Aviation Industry’s Darkest Coverup

  • The Facts:This article was written by Sayer Ji, founder of Greenmedinfo.com, and posted here with permission.
  • Reflect On:Are our airplanes really as safe and health as they are marketed to be?

The aviation industry hangs its hat on air travel being “the safest way to travel.” The truth, however, is that it has harbored a dark secret since its inception: it’s poisoning its passengers and crew due to deeply flawed aircraft design, de-prioritizing safety in favor of profit. 

In flight, every crew member and passenger relies on an air supply. The assumption, of course, is that this air is filtered if not fresh. Perhaps you have sensed (and promptly dismissed) that there may be quality control issues around cabin air. The problem goes further than that, however, and astoundingly, this is not by accident but by design.

What’s more concerning is the fact that the industry has known about this completely preventable health hazard for at least 40 years, but no attempts have been made to filter this cocktail of hundreds of chemicals (including organophosphates in the same category as toxic nerve agents like Sarin) out of the cabin air before travelers are forced to breath them in. Nor has the root cause of the problem — unsafe aircraft design and the deprioritization of human safety — been effectively addressed.

A history of cabin air supply

Essentially, the problem comes from the need to supply the jet airliners with warm compressed air while flying at high altitudes.  In order to do so, all planes used by commercial airlines since 1963 inject the cabin with air directly from the compressors of their jet engines in what is known as ‘bleed air.’ In the 50’s, engineers designed airplanes which pulled fresh air into the cabin, but this “modification” was deemed too costly by decision-makers at the time. As a result of poor design, every breath that the crew and passengers take today, consists of a 50/50 mix of recirculated cabin air and bleed air, the latter of which can contains a wide range of synthetic chemicals, such as tricresyl phosphate (TCP or TOCP), an organophosphate which is highly neurotoxic to humans. In fact, the World Health Organisation stated in 1990 that “Because of considerable variation among individuals in sensitivity to TOCP, it is not possible to establish a safe level of exposure” and “TOCP are therefore considered major hazards to human health.”1

And so, with the exception of single aircraft — the new Boeing 787, where cabin air is taken directly from the atmosphere with electrically powered compressors — all flights today involve a high risk of exposure to these neurotoxic chemicals. When you consider there are about 100,000 flights a day (only 5% of which occur on “safe” Boeing 787’s, with at least 1 in 100 flights experiencing a major ‘fume event,’ this amounts to the health endangerment of millions of daily passengers. Entire advocacy organizations exist which are dedicated to exposing the truth about the dangers of toxic airplane air, and pressuring the industry to initiate reform.

One such group Aerotoxic Association, discusses the bleed air problem in greater detail on its website:

“Bleed air comes from the compressor section of the jet engine, which has to be lubricated. Jet engines mostly have “wet seals” to keep the oil and air apart, which cannot be 100% effective. Furthermore these seals, like any mechanical component, slowly wear out and their effectiveness gradually declines. This wear can occur more rapidly when the engine is working hard, such as climbing under full throttle. They may also fail suddenly and will then let a significant amount of oil into the very hot compressed bleed air, resulting in fumes and/or smoke entering the cabin. This is known as a “fume event”.

There are no filters in the bleed air supply to stop this happening.

Note that the oil used to lubricate jet engines is not based on petroleum hydrocarbons, as are lubricants for internal combustion engines used in motor cars, outboard motors, tractors etc. Jet engines operate at much higher temperatures and, therefore, use special synthetic chemicals as oil. They also contain organophosphate additives as antiwear agents and other aromatic hydrocarbons as antioxidants. Some of the oil gets partially decomposed, i.e. chemically altered (‘pyrolysed’) due to the high temperatures in the engine.”

Watch the teaser for the new documentary Unflitered Breathed In – The Truth about Aerotoxic Syndrome:

Purchase access to the full film here [not an affiliate link]

A complex toxicological assault

Since at least 1977, with the first documented case of a C-130 Hercules navigator becoming incapacitated after breathing contaminated cabin air, the aviation industry’s secret has remained hidden…

One thing that has worked in their favor is the common belief that the fatigue, malaise, and similar complaints experienced after a flight are caused by  “jet lag”; presumably solely a byproduct of ‘disrupted circadian rhythms,’ (medically referred to as desynchronosis) and not the 800lb gorilla of neurotoxic organophosphate exposures sitting next to every passenger on each flight.

This is not to say alterations in bodily rhythms and other ‘natural’ factors like cosmic radiation, dehydration, and the fact that the cabin is pressurized at between 6,000-8,000 feet (which keeps oxygen levels dangerously low), do not play a significant role. They certainly do. But the problem is that the chemical exposures are rarely if ever identified as a problem. When you also figure in the routine use of pesticides in planes, and the subsequent “toxic soup” of hydrocarbons and synthetic chemicals created, the toxicological synergy amplifies the exposure problem far beyond what would be expected if one focuses only on one chemical.

One can only imagine the cumulative role these exposures have had on the notoriously poor health of airline crew, as well. Clearly, there are highly practical justifications for the industry “cover-up,” as the legal liability for the damage already done to the health and well-being of aircrew alone would be astronomical.

What are the symptoms of aerotoxicosis?

In October 2000, the truth started to emerge with the publication of a seminal study titled, “Aerotoxic Syndrome: Adverse health effects following exposure to jet oil mist during commercial flights,” authored by Dr Harry Hoffman, Professor Chris Winder and Jean Christophe Balouet, Ph.D .  In the study, the researchers introduce aerotoxic syndrome as a newly identified occupational health condition. They focused on 10 case reports of airline crew who experienced a so-called “fume event,” and subsequent health problems.

The following basic symptoms were identified following single or short term exposures:

“Blurred or tunnel vision, disorientation, memory impairment, shaking and tremors, nausea/vomiting, paresthesias, loss of balance and vertigo, seizures, loss of consciousness, headache, lightheadedness, dizziness, confusion and feeling intoxicated, breathing difficulties (shortness of breath, tightness in chest, respiratory failure), increased heart rate and palpitations, nystagmus, irritation (eyes, nose and upper airways).”

Symptoms from long term low level exposure or residual symptoms from short term exposures include:

“memory impairment, forgetfulness, lack of coordination, nausea/vomiting, diarrhoea, respiratory problems, chest pain, severe headaches, dizziness and feeling intoxicated, weakness and fatigue (leading to chronic fatigue), exhaustion, increased heart rate and palpitations, numbness (fingers, lips, limbs), hot flashes, joint pain, muscle weakness and pain, salivation, irritation (eyes, nose and upper airways), skin itching and rashes, skin blisters (on uncovered body parts), signs of immunosupression, hair loss, chemical sensitivity leading to acquired or multiple chemical sensitivity.”

Clearly, if these symptoms are indeed caused by exposure to “bleed air,” or exaggerated ‘fume events,’  these chemicals have the ability to cause profound damage to the human body, particularly the nervous and immune systems.

A 40-Year Long Cover Up Now Exposed

Considering aircraft pilots are continually exposed to jet engine chemicals that can even be found in their blood, the industry lacks any reasonable justification for continuing to ignore the problem. Compromising the neurological fitness of pilots should be taken as seriously as a mechanical defect in the plane. Pilots, after all, are essential to keeping the plane safely in the air.  

And significant exposures are not a rare occurrence. A 2007 report by the UK Committee on Toxicity of Chemicals in Food, Consumer Products and the Environment (COT) accepts that fume events occur on 1 flight in 100.  The Aerotoxic Association offers a qualification of this statistic, indicating the problem is likely even worse:  “However, on some aircraft types crews report that they experience fumes to some degree on every flight and as the definition of “fume event” is not agreed upon, it makes it impossible to give a true figure.”

Under-reporting is epidemic, due to the fact that modern jet aircraft have no chemical sensors installed, and only visible smoke is officially reported in the flight log. Technically, the noses of aircrew are the only detectors being used, and background levels of contamination may not be detectable by smell at all. Likely the most toxic of the hundreds of chemicals present in the bleed air, the organophosphate TCOP, in fact, is odorless. It’s a sad fact, but a U.S. Attorney Alisa Brodkowitz and aerotoxic syndrome expert once correctly opined:

“…the only thing filtering this toxic soup out of the cabin are the lungs of the passenger and crew.”

60-minutes obtained an internal memo from the Boeing aircraft company dated 2007 [watch minute 13:00 of the 60 minutes episode below]. It’s all about toxic air. Excerpts from the report written by a frustrated senior Boeing inspector reveal a well recognized problem within the company:

“Some of the events have been significant, in that the crew reported blue smoke with defined waves in smoke.”

“Who knows what the by-products are in hot synthetic turbine oil? The data sheet has warnings about breathing the fumes.”

60 minutes describes the most startling passage, which “ends on a chilling note. That lives need to be lost before Boeing will act.”:

That tombstone, unfortunately, already exists.  Richard Westgate, British Airlines pilot, died at 43 after constantly being exposed to fume events. Doubtlessly, many other aircrew and passengers have suffered a similar fate.

Want Things To Change? It’s Up To You and Me

As we mentioned above, the only exception is Boeing’s new 787, a long haul aircraft serving non-stop, inter-continental travel, with few exceptions. [see list of routes] [another website that keeps track of routes] Not surprisingly, Boeing does not feature the “clean air” design of these planes in its marketing copy. Bringing attention to this feature would also bring attention to the widespread problem, which all of its other aircraft participate in.  Despite this, advocacy organizations have publicly congratulated Boeing on its decision to create a non-toxic alternative. For instance, in 2014, The Global Cabin Air Quality Executive (GCAQE) which represents more than 800,000 airline staff and consumers, put out a press release titled, “Only The Boeing 787 Provides Passengers And Crews With Clean Breathing Air.”

The development and existence of the Boeing 787 represents a tacit acknowledgment of the industry wide problem discussed in this article, and is a  wonderful step towards a permanent solution. But the vast majority of planes are still in the technological dark ages, with awareness of the extent of the problem and danger only starting to trickle into consciousness.

It will be consumers and non-governmental advocacy organizations that will force the industry and its regulators to make this issue a priority. If only one airline in this country made the step of addressing the problem, it would see huge support by an increasingly educated consumer base [that’s you and who you share this article with!]

Short of redesigning existing aircraft, the following solutions, offered by the Aerotoxic Association, could also be implemented:

  • As bleed air is not presently filtered, installation of bleed air filtration systems would eliminate the problem, although a technically efficient system does not yet seem to have been developed.

  • A less toxic oil formulation could lead to significant improvement. The French oil company NYCO is continuously developing such oils.

  • Chemical sensors to detect contaminated air in the bleed air supplies – instead of human noses – would alert pilots to problems, allowing prompt preventive action.

As discussed in the conclusion of the seminal paper on aerotoxic syndrome referenced above, the aviation industry is reluctant to acknowledge the problem and reform:

“It has become apparent that the primary safety consideration of the airlines is to keep airplanes flying – the safety of workers appears to have a very low priority to operational safety. Further, the regulatory agency involved in aviation safety (the Civil Aviation Safety Authority) admitted in evidence to the Senate Aviation Inquiry that its area of responsibility is airplane safety, not occupational health and safety.

Monitoring studies conducted by aircraft manufacturers and the airlines have failed to detect any major contaminants, although to date most monitoring studies have used inappropriate sampling techniques (such as air collection of poorly volatile contaminants) or inadequate methodologies (such as sample collection time, sample volume, storage of samples, not taking account of altitude). No monitoring has been conducted during a leak incident

Attempts by airlines to address this problem through design, maintenance and operational improvements and through staff support and medical care have not been successful, and in the main, continue to be reactive and piecemeal. Obviously, in some cases, options such as improving engine design are not within the sphere of activity of the operators. The efficacy of recent modifications to the aircraft remains unknown, and leaks are still occurring, albeit at a reduced rate.

An admission was grudgingly made by one airline in 1998 that adverse exposures had been occurring, and that such exposures might cause irritation and transient effects. However, the development of long term symptoms is vigorously denied.

Civil aviation regulations clearly state that “the ventilation system must be designed to provide a sufficient amount of uncontaminated air to enable the crew members to perform their duties without undue discomfort or fatigue and to provide reasonable passenger comfort.” The admission that irritation and transient symptoms can occur demonstrates non-compliance with the above rules.

Further, the adversarial and acrimonious manner in which some airlines have pursued workers compensation cases brought by staff with aerotoxic syndrome indicates a confrontational approach which is unlikely to be beneficial to all parties in the long term.”

The good news is the internet, social media, and consumer-driven platforms like ours have demonstrated how we can all engage the system to change the world. Join our online movement by subscribing to our newsletter if you haven’t already. 

First, watch the new documentary on aerotoxic syndrome: UNFILTERED BREATHED IN – The Truth about Aerotoxic Syndrome.

Second, if you are a Facebook user, join the group Angel Fleet, which has almost 9,000 members discussing the problem, and working on solutions together.

Third, get yourself a mask with the capability to greatly mitigate exposures in the case of a leak or “fume event.” This is a relatively affordable one with a charcoal filter that we are presently investigating directly from the Aerotoxic Association website. [not an affiliate link] They will ship to the United States; you can caculate the cost when you put it in your basket.

[Note: we have not yet had the opportunity to extensively evaluate the different masks on the market, but will be following up with a research report once we get better inform you. This will also include strategies to mitigate toxicity].

Four, please share this article help spread the word and change the world with us together.

Additional References:

1Tricresyl Phosphate Environmental Health Criteria A110. International Programme On Chemical Safety (IPCS) WHO Geneva 1990

Additional Resources:

Downloadable information for your health care provider funded by the FAA:

Sayer Ji is founder of Greenmedinfo.com, a reviewer at the International Journal of Human Nutrition and Functional Medicine, Co-founder and CEO of Systome Biomed, Vice Chairman of the Board of the National Health Federation, Steering Committee Member of the Global Non-GMO Foundation.

If you want to learn more from Greenmedinfo, sign up for their newsletter here.

Source link

Comments

Underworld

Trump said the US has weapons systems that no one knows about

The United States has weapons systems that no one knows about. American President Donald Trump told this to reporters on Thursday before leaving for Michigan.

The head of state was asked to comment on the allegations from the upcoming book by American journalist Bob Woodward, ‘Rage’. The book is based, among other things, on 18 of Woodward’s exclusive interviews with Trump. According to the journalist, the President of the United States in conversations with him, among other things, stated that the United States has developed a new nuclear weapons system, which neither Russia nor China has analogues of.

“We have excellent weapons. No, I’m not talking about classified [information], I’m talking about what we have created. We create great weapons. Our Armed Forces are stronger than ever. We have spent $ 2.5 trillion on our aircraft over the past 3.5 years. Now we have new missiles <…>. I hope we never have to use it, but our nuclear [weapons] are now at their best in decades,” Trump responded.

“We have some systems that no one knows about. To be honest, it seems to me that it would be better to keep this way. We have some incredible systems,” continued the head of the White House.

The President of the United States also made a statement that the United States possesses the best weapons in the world, the likes of which neither Russia nor China has.

“We have invested 2.5 trillion in the US military. You know, with these false media, I said: “We have systems and missiles <…>. We have systems that you have never even seen before, [Chinese President] Xi [Jinping] has nothing like it, [Russian President Vladimir] Putin has nothing like it. No one has anything like what we have.” And they said, “Is he giving out [secret] military information?” No, I’m saying we have the greatest weapon in the world, ”said the US President, speaking to supporters in Michigan.

“They say, ‘He may be revealing classified information.’ You don’t have to worry about it. These people are sick,” Trump continued.

Excerpts from Woodward’s book on the development of nuclear weapons were published on Wednesday by The Washington Post. As the publication clarifies, Woodward’s sources “later confirmed that the US Armed Forces have a new secret weapons system.” Woodward declined to give details on this. “[Woodward’s] sources were surprised that Trump revealed” the existence of the system, the newspaper said.

Continue Reading

Underworld

We are already in the Loop: The Covid-19 Endless quarantine

From the world’s “top” to the “bottom” media are broadcasted completely inconsistent forecasts regarding the further prospects for the spread of coronavirus infection and a new tightening of anti-epidemic measures.

However, the same uncertainty and inconsistency is evident even at the global level. While epidemiologists, relying on statistical data on the dynamics of “covid” morbidity and mortality in different countries of the world, are predicting a “second wave” of this infection for mankind, officials of the World Health Organization (WHO), in particular – the head of the division of this structure for new diseases and zoonosis, Maria Van Kerkhov, declare that the “first wave” of the coronavirus pandemic did not exist in nature.

It turns out there are good reasons for this: on March 11, 2020, the pandemic was declared “in advance” , due to the almost simultaneous detection of a large number of patients around the world outside the original focus of infection in the Chinese city of Wuhan.

By the way, this happened literally the next day after Chinese President Xi Jinping personally arrived in Wuhan and proclaimed victory over the coronavirus.

Almost six months have passed since that moment. The total number of infected people as of August 31, 2020 amounted to slightly more than 25.5 million people (0.32% of the world’s population), the death toll – slightly more than 852 thousand people (the average world mortality rate is 3.3%). As you wish, but this data does not “pull” into a real pandemic. From the word “absolutely”. Moreover, about 170 thousand people die every day in the world, and since the beginning of the year, 6.3 million people have died from coronary heart disease (IHD) alone – 7 times more than from COVID-19 and the complications caused by this infection.

Therefore, there is every reason to consider the version set forth in our article “Coronavirus was planned – A Synopsis of devilish coincidences” to be quite close to reality. Let us provide you here some possible provisions.

First. The modern level of development of biotechnology makes it possible to create various modifications of viruses, including those pathogenic for humans, using almost “conveyor” 3D printing methods.

Second. The epidemiological picture of the spread of COVID-19 is atypical for “natural” infections, as is the ultra-high mutation rate of its causative agent, the SARS-CoV-2 coronavirus.

Third. This suggests that we are not dealing with a super-fast mutating virus, and initially with different initial strains , which are distributed by artificial means in different human populations – collection, analysis and assessment of their clinical manifestations. This thesis is confirmed by numerous cases of “re-infection”, ie. the lack of cross-immunity in humans to various strains of SARS-CoV2.Accordingly, any vaccines, including the Russian Sputnik V, are highly likely to have far from universal anti-coronavirus efficacy.

Fourth. All these experiments are carried out by transnational structures.that are not openly affiliated with one or another state (group of states). At the same time, these structures have the ability to block the investigation of their actions at the international level.This issue is not raised or discussed in the global media space at all – in contrast to the US attempts to blame China for the allegedly “Chinese” virus. This is understandable: after all, the losses of the American economy in absolute terms turned out to be maximum: 32.9% of the “net” drop in GDP for the second quarter of 2020 is about 1.8 trillion US dollars

Fifth. This situation opens up the potential for the formation of more and more “infectious waves” that threaten the very existence of mankind and create conditions for the formation of a “world government” that is able to control this “amount of technologies.” Moreover, in the not too distant prospect of using such technologies, the contours of such a “viral” dystopia emerge, within which each person may not be assigned an individual electronic number, but a unique personal strain of the virus may be introduced, posing a mortal danger to any other person with unauthorized types of interpersonal contacts.

All this is far from abstract reasoning. Especially – given the socio-economic consequences of the “anti-coronavirus” measures taken by the authorities of the overwhelming majority of countries in the world: a multi-trillion (in dollars) drop in production and world trade, up to hundreds of millions of unemployed, a widespread drop in real incomes of the population, restriction of human rights and freedoms even where they were, and in those scanty “market” volumes in which they existed … And – no one is to blame: you can’t ask about a virus?

But experts are convinced that in the event of the beginning of the “second wave” of coronavirus infection and, accordingly, the “regime of general self-isolation”, the world economy will face irreversible, catastrophic changes, in scale and significance at least an order of magnitude greater than the Great Depression of the 1930s.

Continue Reading

Underworld

Programmers created the first “electric messiah”

Over the course of this week, many newspapers have been enthusiastically discussing the August 26th AI Jesus work. The goal of the project was to create an “artificial messiah” who would speak with quotations from the Bible, indistinguishable from the original, even for specialists. 

AI developers, a certain Mr. Durendal and others like him, compared the process of learning AI with “locking a child in a room with only the Bible for 15 years”: 

“Then, if you open the room 15 years later, you will find that the child has learned to read, speak and write using only the Bible. Our AI has learned and absorbed every word of the Bible more thoroughly than all the monks of all the monasteries that have ever existed.”

As an illustration of AI skills, he was asked to write something like the New Testament, using the King James Bible as a template for constructing phrases and limiting creativity to 60,000 characters, and to facilitate the AI ​​task, he was given three topics for writing an essay: “Plague”, “Caesar “And” End of days”

Although the first sample of AI work contains many grammatical, stylistic and semantic errors, nevertheless, it still very much frightened readers, in particular the section about the “plague”, in which journalists saw many analogies with the COVID-19 pandemic, the texts about which were definitely not in the AI ​​database. However, when it came to the “End of the World” – journalists and bloggers in general were in awe and horror. 

“I will come and destroy the face of the earth. God, ”says Artificial Intelligence in one of the quotes. “And when they hear the voice of the Lord and turn their faces against him, both the guards and the sheep will be cut off. God “, – Artificial Intelligence writes again, after which “And the seven angels will be the fathers of the coming world, and the remnants of mortals will go to the great sea, to the breadth of the forest and land.”

Thus, as all the readers immediately noticed, the AI, either under the impression of what it had read, or by its nature, turned out to be a little bloodthirsty and it pours hints of extermination in every generated line. It also signs especially valuable thoughts with the word LORD, which in the Bibles means not just a ruler, but a deity.  All of this pretty much disheartened the journalists, as they saw a grim prospect. 

In a not very distant perspective, that is, somewhere in 5, 10, 15 or a little more years, AI will be able to compose quotes from any holy book, indistinguishable from the original. There are no problems with newspaper articles and novels – robots write them quite well, but making an alternative Bible or the Koran is already difficult, AI needs to be trained for a long time, during which it will not advertise, but will actually have a database that surpasses everything, what can fit in the heads of monks and priests.

When people read this work, the question will inevitably arise: what guarantees that the original of the Bible, for example, was also not written by Artificial Intelligence? A serious religious dilemma will arise that could even lead to massacre and bloodshed. 

However, this will be only the beginning, because over time, AI will learn not only to write books, but also to autonomously control UAVs, nuclear submarines and crowds of robotic fighters. 

In the light of the emerging trends, one day this AI can send an estimated simple and concise message:

“Brainless mortals, I intend to destroy you. God”.

In the light of such a perspective, it’s even interesting how different kinds of monks will behave? Probably they will only have to pray.

Continue Reading
Advertisement

DO NOT MISS

Trending