The Pickering Post
Wednesday, 13th December 2017

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Larry Pickering

Four-time Walkley Award winning political commentator and Churchill Fellow, has returned to the fray over concern that the integrity of news dissemination is continually being threatened by a partisan media.

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Strictly for aviation tragics...


Airbus: Built by morons to be flown by geniuses. Boeing: Built by geniuses to be flown by morons!

On Mar 24th 2015 Germany's Büro für Flugunfall Untersuchungen (BFU) reported in their November 2014 bulletin, that the first officer observed an irregularity in the properties of the speed indication just prior to reaching FL310 and disengaged the autopilot, the aircraft in response began a descent that lasted for about one minute before the crew was able to stop the descent at FL270.

The BFU reported Spain's CIAIAC delegated the investigation to the BFU on Nov 11th 2014.

The BFU reported that according to flight data and cockpit voice recorder the first officer (35, ATPL, 6,473 hours total, 5,179 hours on type) was pilot flying, the captain (52, ATPL, 16,384 hours total, 12,414 hours on type) pilot monitoring. After the aircraft climbed clear of top of clouds at about FL200 the flight data recorder recorded a fixed value of +4.2 degrees for the left hand AoA sensor, less than a minute later the FDR began to record a fixed value of +4.6 degrees for the right hand AoA sensor.

The aircraft subsequently turned to fly direct to LATEK waypoint, during this turn the captain noticed the Alpha Protection Band had unusually and significantly increased. The first officer therefore reduced the climb rate from 800 to 500 feet per minute to enable the aircraft to accelerate. A short time later the first officer disengaged the autopilot and gave a brief nose down input.

The aircraft however continued to pitch down, inputs to counter the pitch down remained without effect. About 45 seconds after the nose down began the first officer alerted the captain who took control of the aircraft, that at this time had reached a rate of descent of 4000 feet per minute and a pitch of -3.5 degrees. The captain provided a maximum nose up input which caused the aircraft to pitch up again and the rate of descent decreased and the aircraft entered level flight.

The captain was able to maintain altitude by providing a continuous nose up input deflecting the side stick about 50% of its travel. The autopilot could not be engaged again, and a manual nose up trim was not possible.

The crew checked for related checklists but did not find any. The crew reset the Flight Augmentation Computers 1 and 2 in sequence with no effect.

Eight minutes after the aircraft began its descent the Aircraft Communications Addressing and Reporting System (ACARS) issued an automated information to dispatch showing the three AoA sensor values amongst other data. 

Twenty one minutes after the aircraft began its descent the crew sent a message to maintenance checking whether a simultaneous reset of all FACs would be possible. Maintenance replied in the positive stating that the aircraft would revert to alternate law as result. Another 7 minutes later the crew reported they needed to constantly pull on the sidestick, trim was inoperative and autopilot could not be engaged and the Alpha Prot Band came up extremely quick. In addition the crew received a message "PH6 AOA3" on the centralized fault display system (CFDS).

Upon suggestion by maintenance the crew switched off the air data reference unit (ADR3), however, without effect. ADR3 was reengaged. Another 12 minutes later maintenance wrote a message to the cockpit along the lines "after review of the data we found the values for AoA 1 and AoA2 appear to be frozen and report too high an angle of attack. If the problem persists, disengage ADR1 and ADR2 which will cause the aircraft to revert to Alternate Law however." then followed up "perhaps it is sufficient to just disengage ADR2".

The crew disengaged ADR2 which immediately prompted the aircraft to revert to Alternate Law and it was no longer necessary to pull the nose up. 

The crew decided to use the remaining hour of flight time to verify the system status and to prepare for landing and landed safely at the destination.

The BFU reported that the aircraft features three Angle of Attack sensors consisting of a heated movable vane, the movement of the vanes is converted into electrical signals and the actual angle of attack computed by the related air data reference unit.

If the measured/computer Angle of Attack exceeds the value of Alpha Prot by one degrees, the autopilot is automatically being disengaged. In manual flight if the Alpha Prot Angles is exceeded, the Alpha Protection activates, the position of trim is stored and used as maximum nose up trim, the function of the side stick changes to command a specific pitch angle with the most nose up angle being Alpha Max which can be reached by full nose up deflection of the side stick.

The BFU reported that all three AoA sensors were examined by the manufacturer, no damage, malfunction or anomaly was identified with either of the sensors.

Airbus analysed the data and stated: "all three sensors worked normally until about 8 minutes into the flight, when the aircraft climbed through FL195. At that point, at an ambient temperature of -35 degrees C, AoA sensors 1 and 2 froze up at a position of approximately 4.5 degrees nose up and remained in this position until the aircraft descended towards the destination airport.

At the time, when the autopilot disengaged, the aircraft was flying at 0.675 mach, the Alpha Prot angle was 4.2 degrees, the Alpha Max 5.8 degrees. Within 15 seconds the first officer made increasing nose up input until reaching 75% of the maximum travel of the side stick, the attitude however changed from 4.5 degrees to -3.5 degrees against this input. The system disregarded/turned off the AoA 3 sensor because it disagreed more than the permitted value with the other 2 sensors.

When later ADR2 was disengaged, the system immediately reverted to Alternate Law because ADR3 had already been disengaged by the system and now two ADRs were offline.

The BFU reported that they are working to establish how reliable AoA sensors are but annotated: "The algorithms and boundary conditions differ from each other and are not entirely known to the BFU. The investigation is aiming to establish the probability of a repeat of this occurrence."

Graphical Representation of Flight Data (Graphics: BFU):

By Simon Hradecky, created Tuesday, Nov 18th 2014 17:11Z, last updated Sunday, Dec 28th 2014 22:22Z

A Lufthansa Airbus A321-200, registration D-AIDP performing flight LH-1829 from Bilbao,SP (Spain) to Munich (Germany) with 109 people on board, was climbing through FL310 out of Bilbao about 15 minutes into the flight at 07:03Z, when the aircraft on autopilot unexpectedly lowered the nose and entered a descent reaching 4000 fpm rate of descent. The flight crew was able to stop the descent at FL270 and continued the flight at FL270, later climbing to FL280, and landed safely in Munich about 110 minutes after the occurrence.

The French BEA reported in their weekly bulletin that the occurrence was rated a serious incident and is being investigated by Germany's BFU.

The occurrence aircraft remained on the ground in Munich for 75 hours before resuming service on Nov 8th.

The Aviation Herald learned that the loss of altitude had been caused by two angle of attack sensors having frozen in their positions during climb at an angle, that caused the fly by wire protection to assume, the aircraft entered a stall while it climbed through FL310.

The Alpha Protection activated forcing the aircraft to pitch down, which could not be corrected even by full back stick input. The crew eventually disconnected the related Air Data Units and was able to recover the aircraft.

Following the occurrence EASA released emergency airworthiness directive 2014-0266-E_1 stating:

An occurrence was reported where an Airbus A321 aeroplane encountered a blockage of two Angle Of Attack (AOA) probes during climb, leading to activation of the Alpha Protection (Alpha Prot) while the Mach number increased. The flight crew managed to regain full control and the flight landed uneventfully.

When Alpha Prot is activated due to blocked AOA probes, the flight control laws order a continuous nose down pitch rate that, in a worst case scenario, cannot be stopped with backward sidestick inputs, even in the full backward position. If the Mach number increases during a nose down order, the AOA value of the Alpha Prot will continue to decrease. As a result, the flight control laws will continue to order a nose down pitch rate, even if the speed is above minimum selectable speed, known as VLS.

This condition, if not corrected, could result in loss of control of the aeroplane.

The EASA requires as immediate emergency action that the flight crew operating manuals must be amended with a procedure to keep only one Air Data Reference Unit operative and turning the other two off in following cases:

- the aircraft goes into a continuous nose down pitch movement that can not be stopped by full backward stick deflection
- the Alpha Max (red) strip completely hides the Alpha Prot strip (black/amber) without increase in load factor
- the Alpha Prot strip rapidly changes by more than 30 knots during flight manoeuvres with increase in load factor while autopilot is on and speedbrakes are retracted.

 



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Oh no...the dreaded Laser Weapon...we all gunna die...

And the buffoon who typed the below article believes the tooth fairy will put 2 bob in the crack of his buttocks at midnight.

US/NATO Laser Weapon Test Destroys Germanwings Airliner Killing 150 Civilians: Obama angrily refuses to meet with the leaders of NATO



Although no one can confirm this story 100%, it is worth considering it very carefully, because it is not the first time that the US has used people and nations as lab rats (from the Middle East and Ukraine, in South America, the far East and Africa, as evidence in this note states)
(SFP editors)



The Ministry of Defense (MoD) is reporting today that dispatches from the Northern Fleet (NF) appear to show that yesterdays downing of Germanwings Flight 4U 9525 in southern France yesterday was the "direct result" of a failed US Air Force test of its High Energy Liquid Laser Area Defense System (HELLADS) attempting to shoot down an ICBM reentry vehicle, but which, instead, destroyed this civilian airliner killing all 150 aboard.



According to this MoD report, the Northern Fleet, which is already on full combat alert, was alerted to this incident yesterday by the Severomorsk submarine chaser, currently operating in the Mediterranean, who reported that widespread atmospheric electrical anomalies over southern France, western Italy and southwestern Switzerland were being detected. The area where these detections were made by the Severomorsk, this report notes, also happens to be the combat operational area of the US Air Forces 510th Fighter Squadron operating out of the Aviano Air Base in Italy.



Curiously, this MoD further notes, these anomalies occurring in the 510th Fighter Squadron’s combat operating area of southern France yesterday came within the same time frame that British civilian radar systems went black; which was further confirmed by a Flight Emergencies posting stating: "Doing a bit of spotting at MAN, I look up and see an A380 passing overhead just past the BA, but nothing on radar? Hm"



This MoD report clarifies that US-UK-EU radar systems frequently go black upon the takeoff/landings of B1 bombers, and which in yesterday’s case, where this incident was reported in Manchester (MAN), it likely coincided with the deployment of a British B-1 Lancer Bomber, some of which are able to utilize the US Air Forces High Energy Liquid Laser Area Defense System too.?



The MoD further notes that the US-UK-EU military structure frequently endangers civilian flights with their war games over the continent, such as last year when about 50 planes temporarily disappeared from radars in Austria, Germany, the Czech Republic, and Slovakia between 5 June and 10 June. Slovak air traffic services in their statement about this radar blackout admitted at the time: "The disappearance of objects on radar screens was connected with a planned military exercise which took place in various parts of Europe…whose goal was the interruption of radio communication frequencies. This activity also caused the temporary disappearance of several targets on the radar display, while in the meantime the planes were in radio contact with air traffic controllers and continued in their flight normally."



And to how dangerous these Western war games can be to civilian airliners, this report continues, was evidenced on 3 March when, in an eerie pre-simulation to the demise yesterday of Germanwings Flight 9525, the US Air Force, while preparing for yesterday’s failed test over southern France, Lufthansa Flight LH1172, an Airbus A321 operating at a normal flight altitude, plummeted out of the sky in minutes, and as evidenced by its radar charts.



To the explanation of Lufthansa Flight LH1172 plummeting towards earth in southern France barely a fortnight ago, we can further read from the Airliner Reporter article titled Catching a Lufthansa Airbus A321’s Rapid Descent Live which, in part, says:



"There were a few moments where I thought I may have been watching a crash of some sort occur in real-time, from thousands of miles away. But thankfully, the pilots were just quick acting, and diverted to a nearby airport.



Lufthansa confirmed to AirlineReporter.com that LH1172 had 151 passengers on board and the captain decided to stopover in Nantes (NTE), France, "due to a medical case (sick passenger)." They confirmed that there was no emergency requested and that the aircraft landed safely."



Unlike Lufthansa Flight LH1172 before it, however, this MoD report continues, Germanwings Flight 9525, yesterday, wasn’t able to recover from its rapid descent…instead it was obliterated in tens-of-thousands of pieces of metal and human flesh upon the side of a mountain in southern France.



To what caused Germanwings Flight 9525 to be so thoroughly destroyed, this report says, was first evidenced on 3 February when a US Air Force test of their High Energy Liquid Laser Area Defense System targeting one of their older weather system satellites completed obliterated it by heating it from within causing to it explode while in orbit.



However, MoD experts in this report say, chemical laser systems, such as the US Air Forces High Energy Liquid Laser Area Defense System which brought down Germanwings Flight 9525, and nearly crashed Lufthansa Flight LH1172, are notoriously known for being extremely difficult to aim at long range targets as their "effects" tend to spread throughout the atmosphere affecting anything and everything in their path.



And to the exact scenario causing the destruction of Germanwings Flight 9525 yesterday, these MoD experts continue, was a combined Western alliance attempt to target a "test re-entry vehicle" simulating a Federation nuclear warhead attack upon them yesterday.



To what caused Germanwings Flight 9525 to be so thoroughly destroyed, this report says, was first evidenced on 3 February when a US Air Force test of their High Energy Liquid Laser Area Defense System targeting one of their older weather system satellites completed obliterated it by heating it from within causing to it explode while in orbit.



However, MoD experts in this report say, chemical laser systems, such as the US Air Forces High Energy Liquid Laser Area Defense System which brought down Germanwings Flight 9525, and nearly crashed Lufthansa Flight LH1172, are notoriously known for being extremely difficult to aim at long range targets as their "effects" tend to spread throughout the atmosphere affecting anything and everything in their path.



And to the exact scenario causing the destruction of Germanwings Flight 9525 yesterday, these MoD experts continue, was a combined Western alliance attempt to target a "test re-entry vehicle" simulating a Federation nuclear warhead attack upon them yesterday.



The specific "test re-entry vehicle" used in this failed US missile test, this report says, was launched the day before on an intercontinental ballistic missile (ICBM) fired early Monday from a US Air Force facility in California, and which the Obama regime stated was a "message to the world about Washington’s nuclear capabilities".



This "message to the world", however, the MoD in their report state, was, instead, aimed directly at the Federation for their crippling of the USS Theodore Roosevelt using the superior "magrav" technology, and that aside from previously destroying this aircraft carrier in a war game a few weeks ago, likewise disabled the USS Donald Cook in the Black Sea last year.



Sadly, this report grimly states, of the nearly 37 NATO aircraft taking part in this US missile test yesterday, just a single Italian military jet switched its transponder to the emergency code of #7700 upon seeing Germanwings Flight 9525 plummet towards the ground.



And as many German pilots are refusing to fly today because of these US war game actions against the Federation, this report concludes, the likelihood of the Western people being told the truth about happened to Germanwings Flight 9525 is about the same as their being told the truth about Malaysia Airlines flight MH17, which was proved by satellite photos to have been shot down by a Ukrainian fighter jet, is about the same…Zero.



And to if the Western peoples even want to know the truth of the countless lives being destroyed on their military leaders alter of war? No one really knows the answer anymore.



Obama Rages Over Germanwings Plane Shootdown, Refuses To Meet NATO Leader


A new report released by the Foreign Intelligence Service (SVR) today states that President Barack Obama became so enraged upon learning that a NATO forces "war game" on Tuesday downed Germanwings Flight 9525 over southern France, killing all 150 aboard, he shockingly refused to meet this Western alliances top commander, Secretary General Jens Stoltenberg despite repeated requests to do so.



The NATO war game shootdown of Germanwings Flight 9525 (US Laser Test Destroys Germanwings Airliner Killing 150 Innocent Civilians) the Ministry of Defense (MoD) had previously reported was due to a failed US Air Force test of its High Energy Liquid Laser Area Defense System (HELLADS) attempting to shoot down an ICBM reentry vehicle simulating a Federation nuclear attack upon Aviano Air Base in Italy.



The SVR in their report notes that President Obama became aware of the dangers this war game laser test posed to civilians airliners earlier this month after a similar test nearly caused the destruction of Lufthansa Flight LH1172 over France barely two weeks ago, and which exactly like Germanwings Flight 9525 on Tuesday, rapidly plummeted towards the ground before its pilots/controllers were able to regain control.



Most interesting to note in this SVR report, however, are its technical contradictions to what it calls the "massive cover operation" being employed by Western intelligence agencies to keep their citizens from knowing the truth of what happened to Germanwings Flight 9525, and are, instead, blaming everything on its co-pilot, Andreas Lubitz.



The cover operation being implemented against the Germanwings Flight 9525 disaster, this SVR report continues, is being conducted by a specialized intelligence unit of the United States Federal Bureau of Investigation (FBI) called to the scene by the European Union, and who, like in all previous incidents of this kind, and without knowing any facts, forcefully assert that the incident/disaster was not caused by terrorism.



Contradictorily though, SVR experts in this report state, while on the one hand stating their assurance that this airliner was not downed by terrorism, these Western intelligence agencies, headed by the FBI, have now begun to flood their nations media with reports that co-pilot Lubitz was, indeed, a terrorist…who locked his own planes pilot out of the cockpit, then set it on a deliberate course causing its obliteration upon a French mountainside.



With visual evidence of the Germanwings Flight 9525 crash site showing it rained down in thousands of pieces causing a massive debris field covering hundreds of acres across numerous mountain ranges, and with no one single impact point being able to be indentified, which can only lead to the logical conclusion that it exploded in the air, this report says, the main goal of the Western intelligence agencies cover operation is to shift their publics attention away from what their eyes are telling them, forcing them to, instead, concentrate their minds on the "scapegoat" terrorist.



This long known cover operation tactic, this report explains, was, perhaps, most successfully used during the 11 September 2001 attack upon the US Pentagon when the American people were "convinced" that a hijacked airliner had struck it, in spite of the first CNN report stating it didn’t happen, and photographic evidence showing the hole left in that massive building was the size of a cruise missile, not an airliner.



Even more concerning of this cover operation, SVR experts in this report say, even if co-pilot Lubitz had initiated a Controlled Flight Into Terrain (CFIT) of Germanwings Flight 9525, the Lufthansa Aviation Center (LAC) at Frankfurt Airport would have detected it immediately via their Aircraft Communications Addressing and Reporting System (ACARS) and corrected it remotely.



To the high technical proficiency of Lufthansa monitoring their aircraft, this report says, can be read in their own words of how their Aviation Center operates:

"Constant monitoring of all aircraft in the Maintenance Control Center Lufthansa Technik’s Maintenance Control Center monitors the technical status of the serviced aircraft worldwide, both on the ground and in the air, and controls necessary procedures. The structural statuses of the aircraft and the due dates for required and planned modifications and tasks are constantly tracked and monitored.

Everything that is part of fleet management is controlled here around the clock and around the world. At the Lufthansa Traffic Control Center in Frankfurt, staff compile all required data on the Lufthansa fleet operating worldwide using what is known as the ACARS system (Aircraft Communications Addressing and Reporting System), a data network using HF radio and satellites, and analyze it. Potential faults are immediately detected."



With the Lufthansa Aviation Center, therefore, able to "immediately detect" and "control necessary procedures", even of their flights in the air, like Germanwings Flight 9525, this report notes, it is inconceivable that they would fail to notice one of their airliners plummeting towards the ground in southern France and not remotely take control of it before it crashed.



In fact, so critically important to Lufthansa that it be able to control its airliners remotely in case of a crisis/emergency, this report says, was the deciding factor of their Airbus airliner purchases due to this aircraft having the worlds most sophisticated fly-by-wire (FBW) system that replaces the conventional manual flight controls of an aircraft with an electronic interface.



In a fly-by-wire system, this report explains, the movements of flight controls are converted to electronic signals transmitted by wires (hence the fly-by-wire term), and flight control computers determine how to move the actuators at each control surface to provide the ordered response. The fly-by-wire system also allows automatic signals sent by the aircraft’s computers to perform functions without the pilot’s input, as in systems that automatically help stabilize the aircraft, or prevent unsafe operation of the aircraft outside of its performance envelope.



With Germanwings Flight 9525 clearly operating unsafely "outside of its performance envelope", and with the Lufthansa Aviation Center monitoring it in real time and able to control this aircraft without the pilots input via its FBW system, this SVR report says, clearly shows that this airliner exploded in the air and was unable to be remotely controlled…and as the visual crash site evidence proves too.



Most unfortunately, however, this report concludes, is that the Western peoples will never know the truth of what happened to Germanwings Flight 9525 as their war mongering governments know the backlash they could expect should the truth be known.



Sadly though, this massive propaganda cover-up of the total destruction of Germanwings Flight 9525 won’t affect Iranian sports journalist Hussein Javadi, who took the last haunting photograph of this doomed aircraft as it began its last journey. Everyone else, of course, should start preparing themselves for all the sensational news soon to come supporting the cover-up…after all, these monsters have proved it works, and the people have more than proved their content with lies
President Vladimir Putin "We hope that the situation in the world will change for the better. But, if the situation will change for the better is not because we will make concessions one after the other, is not because we will bend or we will be nice to someone, it will change for the better only if we become stronger".
Aka: "Si Vis Pacem Para bellum"
Vladimir Putin said today that the West creates new weapons under the doctrine of global lightning, but Russia will give an "appropriate response" to any threats to its national security.


The President stressed that "no one has ever succeeded, and fail, to intimidate or to bend our country."


The President expressed the hope that the situation in the world, and in particular around Russia, can change for the better.


"It will change for the better, not because we will make concessions one after the other, we will bend or we will be nice to someone, it will change for the better only if we become stronger," said Vladimir Putin.


Also according to Vladimir Putin, NATO develops the forces of emergency and extends the infrastructure to Russia’s borders, are also visible attempts to violate the nuclear parity.


Russian President Vladimir Putin warns Russians and Europeans against planned terroristic actions and plots attempts to destabilize during the upcoming elections in 2016 and 2018


Curiously, this MoD further notes, these anomalies occurring in the 510th Fighter Squadron’s combat operating area of southern France yesterday came within the same time frame that British civilian radar systems went black; which was further confirmed by a Flight Emergencies posting stating: "Doing a bit of spotting at MAN, I look up and see an A380 passing overhead just past the BA, but nothing on radar? Hm"


This MoD report clarifies that US-UK-EU radar systems frequently go black upon the takeoff/landings of B1 bombers, and which in yesterday’s case, where this incident was reported in Manchester (MAN), it likely coincided with the deployment of a British B-1 Lancer Bomber, some of which are able to utilize the US Air Forces High Energy Liquid Laser Area Defense System too.


The MoD further notes that the US-UK-EU military structure frequently endangers civilian flights with their war games over the continent, such as last year when about 50 planes temporarily disappeared from radars in Austria, Germany, the Czech Republic, and Slovakia between 5 June and 10 June. Slovak air traffic services in their statement about this radar blackout admitted at the time: "The disappearance of objects on radar screens was connected with a planned military exercise which took place in various parts of Europe…whose goal was the interruption of radio communication frequencies. This activity also caused the temporary disappearance of several targets on the radar display, while in the meantime the planes were in radio contact with air traffic controllers and continued in their flight normally."


And to how dangerous these Western war games can be to civilian airliners, this report continues, was evidenced on 3 March when, in an eerie pre-simulation to the demise yesterday of Germanwings Flight 9525, the US Air Force, while preparing for yesterday’s failed test over southern France, Lufthansa Flight LH1172, an Airbus A321 operating at a normal flight altitude, plummeted out of the sky in minutes, and as evidenced by its radar charts.


To the explanation of Lufthansa Flight LH1172 plummeting towards earth in southern France barely a fortnight ago, we can further read from the Airliner Reporter article titled Catching a Lufthansa Airbus A321’s Rapid Descent Live which, in part, says:


"There were a few moments where I thought I may have been watching a crash of some sort occur in real-time, from thousands of miles away. But thankfully, the pilots were just quick acting, and diverted to a nearby airport.


Lufthansa confirmed to AirlineReporter.com that LH1172 had 151 passengers on board and the captain decided to stopover in Nantes (NTE), France, "due to a medical case (sick passenger)." They confirmed that there was no emergency requested and that the aircraft landed safely."


Unlike Lufthansa Flight LH1172 before it, however, this MoD report continues, Germanwings Flight 9525, yesterday, wasn’t able to recover from its rapid descent…instead it was obliterated in tens-of-thousands of pieces of metal and human flesh upon the side of a mountain in southern France.


To what caused Germanwings Flight 9525 to be so thoroughly destroyed, this report says, was first evidenced on 3 February when a US Air Force test of their High Energy Liquid Laser Area Defense System targeting one of their older weather system satellites completed obliterated it by heating it from within causing to it explode while in orbit.


However, MoD experts in this report say, chemical laser systems, such as the US Air Forces High Energy Liquid Laser Area Defense System which brought down Germanwings Flight 9525, and nearly crashed Lufthansa Flight LH1172, are notoriously known for being extremely difficult to aim at long range targets as their "effects" tend to spread throughout the atmosphere affecting anything and everything in their path.


And to the exact scenario causing the destruction of Germanwings Flight 9525 yesterday, these MoD experts continue, was a combined Western alliance attempt to target a "test re-entry vehicle" simulating a Federation nuclear warhead attack upon them yesterday.


The specific "test re-entry vehicle" used in this failed US missile test, this report says, was launched the day before on an intercontinental ballistic missile (ICBM) fired early Monday from a US Air Force facility in California, and which the Obama regime stated was a "message to the world about Washington’s nuclear capabilities".


This "message to the world", however, the MoD in their report state, was, instead, aimed directly at the Federation for their crippling of the USS Theodore Roosevelt using the superior "magrav" technology, and that aside from previously destroying this aircraft carrier in a war game a few weeks ago, likewise disabled the USS Donald Cook in the Black Sea last year.


Sadly, this report grimly states, of the nearly 37 NATO aircraft taking part in this US missile test yesterday, just a single Italian military jet switched its transponder to the emergency code of #7700 upon seeing Germanwings Flight 9525 plummet towards the ground.


And as many German pilots are refusing to fly today because of these US war game actions against the Federation, this report concludes, the likelihood of the Western people being told the truth about happened to Germanwings Flight 9525 is about the same as their being told the truth about Malaysia Airlines flight MH17, which was proved by satellite photos to have been shot down by a Ukrainian fighter jet, is about the same…Zero.


And to if the Western peoples ever want to know the truth of the countless lives being destroyed on their military leaders altar of war? No one really knows the answer anymore.


https://syrianfreepress.wordpress.com/2015/03/28/report-44141/

Yeah right. Ockhams Razor. What a load of guff. He initiated a rate of descent and ploughed it into a hill. He was mentally unstable...about as unstable as the perpetrator of the above article.

Well he did say " Strictly for Aviation Tragics"

Air New Zealand lost an A 320 and crew on an acceptance flight because of frozen AoA sensors. Someone had washed the aircraft with a high pressure hose and forced water into it.
Are A320 sensors more prone to this or does their fly by wire system rely on them more than Boeings?

Crash NOT Credible Accident or Suicide
Reading the tale of French air traffic controllers watching 9525 plunge inexorably ground ward is equally incredulous. This plane has a remote, satellite initiated fly by wire system. You see, 150 passengers and crew are one thing. Crashing a plane into a hospital, stadium or nuclear power plant, such as the ones directly under 9525’s flight path, is reason to initiate through satellite the Raython system.
Did the French forget it existed? Oh, did we tell you that the same system that can automatically land planes can crash them as well? Did we mention that the source code for the system is “less than secure” and that a nation known for cyber attacks, China, Russia, Israel or even the United States, is quite capable of taking control of any airliner at any time and plunging it into anything at all?
What is even better is that no investigator can legally mention this, no reporter can write of it, no one can admit such a system exists though any idiot with the money to buy a couple of drinks at an airport bar can find out. Pilots gossip like nobody’s business.
We can go further, we can tell you exactly how it works, what frequencies, how airports are selected and how a covert system meant to protect air passengers from tragedies like this and the rest of us from having hundreds of tons of aluminum and body parts dropped on our heads, is updated and patched.
http://www.veteranstoday.com/2015/03/26/this-crash-is-in-no-way-manner-nor-form-a-credible-accident-or-suicide/

I know a Captain (Boeing) who relentlessly grills his First Officers on procedures whenever they fly with him. He tells them them you don't have time to learn during an emergency.

The Evidence That the Germanwings Copilot Was Muslim Is Sketchy as Hell

In the wake of the Germanwings flight that went down in the French alps Tuesday, killing 150, investigators and the media are focusing in on co-pilot Andreas Lubitz, who apparently locked the pilot out of the cabin and intentionally crashed the plane. Was he mentally ill? Was he suicidal? Or was he, perhaps, a secret Muslim jihad.

On Tuesday, Germanwings Flight 9525 crashed into the French Alps under mysterious circumstances,…Read more gawker.?com

Apparently some people really want him to be.
Andrew C. McCarthy, National Review contributing editor and author of The Grand Jihad: How Islam and the Left Sabotage America, tweeted this Gateway Pundit story to his 20,000 followers Friday:

Let's take a closer look at what the "report indicates."

Gateway Pundit writes, "A German news website claims Andreas Lubitz was a Muslim convert. Speisa.com reported: 'According to Michael Mannheimer, a writer for German PI-News, Germany now has its own 9/11, thanks to the convert to Islam, Andreas Lubitz.'"

It also cites "the comments at German PI"—on a story about Lubitz that mentions nothing about Muslims, Islam, or IS—as a source for the claim that "Andreas Lubitz was Muslim convert from his Facebook page."

"PI" is a site called Politically Incorrect News, which is not exactly Der Spiegel, and they didn't even run a story about Lubitz's supposed conversion to Islam. That story came from PI-News blogger Michael Mannheimer's personal website, where he put together the following information:

• "Lubitz trained as a pilot in Bremen, which is also the home of a mosque that was investigated in December for alleged supporting the Islamic State. (This is true, according to Der Spiegel.)
•Lubitz took a few months off at one point before returning to work and getting recertified to fly. (This is also true: Lufthansa CEO Carsten Spohr confirmed that Lubitz "took a break in his training six years ago. Then he did the tests again. And he was deemed fit to fly.")

From these two data points—a mosque recently under investigation and a break Lubitz took six years ago—Mannheimer concluded (and this is roughly translated from the German by Google): "Probably Lubitz converted to Islam during this interruption."

If that seems like a tremendous leap, and you're wondering whether Mannheimer perhaps has a particular anti-Muslim axe to grind, here's how he introduces his post:

"All evidence indicates that the copilot of misfortune machine in its six-month break during his training as pilots in German Wings converted to Islam and subsequently either by the order of "radical", ie ,. devout Muslims received for carrying out this mass murder, or withdrew the order from the book of terror, the Koran, of his own accord. ... One can bet that the apologists (media, politics, "Islamic Studies") will agree to assign this act a "mentally unstable" man ..."

Funny he should mention mental illness: German news reports have described Lubitz as having a history of mental illness, and he reportedly tore up a doctor's note before going to work on the day of the crash. (The significance of that note has yet to be determined, as doctors in Germany commonly issue them even for minor illness.)

Investigators told the New York Times they'd found no "indication of any political or religious motivation."

As for the Facebook page mentioned in the PI-News comments that allegedly proves Lubitz was Muslim, here it is:............

A freshly-created French page calling Lubitz a "Hero of the Islamic State." Well, gee, I guess that settles it.

Although all of this information was available at the time Andrew McCarthy posted his tweet, he added that the Gateway Pundit "report" he shared with thousands of people had not been "confirmed authoritatively," and we'll all just have to wait and see if Lubitz was Muslim or what.

http://antiviral.gawker.com/the-evidence-that-the-germanwings-copilot-was-muslim-is-1694063626

You have to feel compassion for somebody who takes the ultimate step to end their misery (suicide). I have had friends who have done so. They hide their pain so well and you are unable to help them. It is a private thing with them. This pilot on the other hand is a MASS MURDERER. If he wanted out then so be it but why calculate the death of others who have nothing to do with him.

Shep, I think someone has hacked your avatar or are you calling yourself Anne now?

As for all the discussion &about knee-jerk reactions about who is in the cockpit when? It's been a problem for years. Even with 2 pilots on deck there have been instances of suicide. Egypt Air 990 in 1999 : do a search. All the armchair psychologists in the world won't stop one nutter pilot from hiding his depression, and all it would take is 5lbs of down-stick at 500' on final approach to give his offsider less than 10 seconds to react before they hit the turf...assuming the offsider had the strength/ability to overcome the nutter. (As an aside, an Airbus would be better for the control override than a Boeing!)

The article has little to do with the GermanWings tragedy. An Airbus vs Boeing argument will rage on ad-nauseum as each individual's prejudices are aired. The truth is an adequately trained pilot will fly any aircraft adequately and an expertly trained pilot will fly the jet expertly. Training costs are now cut to the bone and pilots are squeezed out of training organisations with just enough to get by. An Airbus is more safe than a Boeing if the pilot is trained well & CONTINUES TO LEARN as he/she gains experience. No doubt: to understand how to recover from an AB "outside the square" anomaly, there needs to be a deeper systems knowledge than a Boeing. However, for normal ops an AB is cheaper to buy & train on multiple models. QED for airlines' CEO's.

Back to three pilots ASAP. Two must be in the cabin at all times. It will cost next to nothing, and it is just greed on the airlines part if they object. It is no place for stewardesses to protect passengers in the cabin.

If the co-pilot or any pilot wants to commit suicide what has a locked door got to with it? Surely it would only need a second to take the plane out of autopilot and put it into a death plunge that no amount of subsequent corrective action would be able to repair. The g-forces alone would make it impossible for anyone to move forward from behind the cockpit door.

Maybe its time we had the control system of the future, all preprogrammed, just a man and a dog in the cockpit, the man is there to feed the dog, the dog is there to prevent the man from touching anything.

"Jim Stone" says - "So now we have:
1. Plane took forever to crash and pilots never contacted the tower. That is a huge mystery, even according to the tower.

2. An Airbus with a remote control option.

3. Fighter jet escorts, along with a very good description about how they appeared (they were not UFO's)

4. A redaction of the fighter jet escorts.

LOGICAL OUTPUT: 1. The pilots never contacted the tower because 2. The fighter jets prevented it by either jamming communications off or 3. turning them off via remote control, and then crashing the jet via remote. 4. Expungement of the fighter jets from the news reports NAILS IT ALL, THIS ONE IS SHOT DEAD AND SERVED COLD.

5. REMOTE CONTROL WAS USED TO ELIMINATE A SEPARATE DEBRIS FIELD WHICH WOULD HAVE BEEN CAUSED BY A SHOOT DOWN AND RAISED QUESTIONS.

AND NOW THE BIG QUESTION IS: WHO WAS ON THAT PLANE?

Small debris helps confirm remote controlled crash because it indicates the plane crashed at 600 plus mph........."

http://82.221.129.208/a320crash.html

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http://www.veteranstoday.com/2014/03/30/you-cant-handle-the-truth-boeings-secret-patent/

You Can’t Handle The Truth! Boeing’s Secret Patent

……..In a Flight by Wire (FBW) flight control system, the cable control of the primary flight control surfaces has been removed. Rather, the actuators are controlled electrically. At the heart of the FBW system are electronic computers sending signals to the control surfaces.

Fly-By-Wire (FBW) Primary Flight Controls have been used in military applications such as fighter jets for a number of years. It has been a rather recent development to employ them in a commercial transport application. The 777 is the first commercial transport manufactured by Boeing which employs a (FBW) Primary Flight Control System. The Airbus A320 and predecessors are examples of earlier systems developed in Europe. Many other aircraft were fully electronic with an electro-mechanical or electro-hydraulic backup……….

Comments -

“Trust but verify.”
I checked to see if that patent was real, as the author links to a PDF, not the US Patent Office. It is real. Here is the US Patent Office patent number search link.

http://patft.uspto.gov/netacgi/nph-Parser?Sect1=PTO1&Sect2=HITOFF&d=PALL&p=1&u=/netahtml/PTO%2.Fsrchnum.htm&r=1&f=G&l=50&s1=8,391,493.PN.&OS=PN/8,391,493&RS=PN/8,391,493

April 1, 2014 at 6:08 am
If you cannot bring up the patent from the link above, do it yourself here. Enter the Patent Number8,391,493
http://patft.uspto.gov/neta.html/PTO/srchnum.htm
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Launched into production during 1984, the Airbus Industries Airbus A320 became the first airliner to fly with an all-digital fly-by-wire control system.[13]

http://en.wikipedia.org/wiki/Fly-by-wire
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"The black box has been damaged. We will have to put it back together in the next few hours to be able to get to the bottom of this tragedy," French Interior Minister Bernard Cazeneuve told RTL radio, adding the box was still viable............On Tuesday, the cockpit voice recorder was retrieved from the site, Mr. Cazeneuve said.

“The black box is damaged and must be reconstituted in the coming hours in order to be useable,” Mr. Cazeneuve told RTL radio.........The voice recorder takes audio feeds from four microphones within the cockpit and records all the conversations between the pilots, air traffic controllers as well as any noises heard in the cockpit. The flight data recorder, which Mr. Cazeneuve said had not been retrieved yet, captures 25 hours’ worth of information on the position and condition of almost every major part in a plane.

http://www.thehindu.com/news/international/lufthansa-germanwings-airbus-a320-crashes-in-southern-france/article7030787.ece
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Someone is fucking with this site !

We have just cashed in our "Frequent Flyers" points. No more flying for us.

The Israelis have had armed marshalls on their commercial airliners for years. What is required on every commercial airline is an anonymous marshall with a key to the cockpit, a gun in his pocket and orders to shoot to kill.