by Rhoda Wilson, Expose News:
A couple of weeks ago, Dr. Kevin Stillwagon posted an update on pilot incapacitation. The Federal Aviation Administration does not maintain records of who took covid injections and when, he said.
But it gets worse, he said. “The FAA stopped entering data into the incapacitation data registry very early in the year 2021 and completely cancelled the program in 2022.”
“Trying to identify risks is even more critical now, because starting in December of 2020, airline pilots were forced to get injected with a product that causes subclinical myocarditis and has been tied to cerebrovascular events, including seizures, even several years after the injections.”
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He concluded by issuing a call for pilots and other airline crew members to voluntarily have medical tests done to assess their risk of, for example. an in-flight seizure or cardiac event.
Transcript
Taken from Dr. Stillwagon’s Substack article ‘Pilot Incapacitation Update’
I’m Kevin Stillwagon, vice president of USFreedomFlyers.org, an FAA watchdog organisation focused right now on pilot health, medical standards, and the reporting of these issues so we can keep flying safe.
The official mission statement of the Federal Aviation Administration (“FAA”) is: “Our continuing mission is to provide the safest, most efficient aerospace system in the world.” Well, to keep it safe, FAA, you need to identify trends that could compromise safety, and then you intervene by changing rules or policies to prevent an accident. So, it’s all about data collection, analysis and looking for trends that could affect safety. When it comes to collecting and analysing data on pilot health and the tracking of pilot incapacitations, the FAA is failing miserably. Here’s what I mean.
There is a centralised database called the Pilot Incapacitation Data Registry held at the Civil Aerospace Medical Institute division of the FAA. The database is used to look for trends in pilot incapacitations that can be tied to pre-existing medical conditions and track cardiac-related incidents and deaths that occur while flying. Studies using the database have been done in the past, notably one titled ‘In-flight medical incapacitation and impairment of airline pilots’ that compiled data from 1993 to 1998 and was published in 2004. Another was titled ‘Cardiac in-flight incapacitations of US airline pilots’ that used data from 1995 to 2015, and was published in 2018.
The first study identified three events where the incapacitated pilot had a seizure that put an unexpected flight control input into the aircraft, causing temporary loss of control that the other pilot could not immediately overcome. In all three cases, the seized pilot applied full rudder input with a locked leg, requiring the other pilot to move the seized pilot’s seat aft and away from the rudder pedals. This does require considerable effort by the other pilot because the autopilot will automatically disengage, and he or she will need both hands to get the seized pilot off the controls. I’ve been saying for the past few years that if we do lose an aircraft due to a pilot incapacitation, it will be a seizure with an unexpected rudder input that happens at a critical phase of flight, either on the ground or close to the ground. We will not lose an aircraft due to one of the pilots losing consciousness or becoming incapacitated for any medical reason unless a seizure with an unexpected flight control input is involved, in my opinion.
