Posts tagged MR. SOEWARNO



Moving Earth burning on Fire global warming animated gif
















Another Facebook page was set up=> Support for Andrew Lubitz, hero of the Islamic State.
(The Facebook page has since been taken down)

But Pamela Geller captured a screengrab of the page before it was removed.



— STAYED AT Bremen Mosque

Police have reportedly found an “item of significance” at the apartment of the co-pilot who crashed the Germanwing passenger plane into the Alps this week.
The item was NOT a suicide note.
28-year-old German Andreas Lubitz trained in the Phoenix, Arizona and is pictured here in San Francisco.

A German news website claims Andreas Lubitz was a Muslim convert. 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.

Translation from German:

All evidence indicates that the copilot of Airbus machine in his six-months break during his training as a pilot in Germanwings, converted to Islam and subsequently either by the order of “radical”, ie. devout Muslims , or received the order from the book of terror, the Quran, on his own accord decided to carry out this mass murder. As a radical mosque in Bremen is in the center of the investigation, in which the convert was staying often, it can be assumed that he – as Mohammed Atta, in the attack against New York – received his instructions directly from the immediate vicinity of the mosque.

Converts are the most important weapon of Islam. Because their resume do not suggests that they often are particularly violent Muslims. Thus Germany now has its own 9/11, but in a reduced form. And so it is clear that Islam is a terrorist organization that are in accordance with §129a of the Criminal Code to prohibit it and to investigate its followers. But nothing will happen. One can bet that the apologists (media, politics, “Islamic Scholars”) will agree to assign this an act of a “mentally unstable” man, and you can bet that now, once again the mantra of how supposedly peaceful Islam is will continue. And worse still, the attacks by the left against those who have always warned against Islam, will be angrier and merciless.

For now the German Islam supporters like never before have their backs against the wall.

Michael Mannheimer, 26.3.2015



Andreas Lubitz
Image result for Andreas Lubitz
Image result for Andreas Lubitz


Andreas Lubitz was breathing, steady and calm, in the final moments of Germanwings Flight 9525. It was the only sound from within the cockpit that the voice recorder detected as Mr. Lubitz, the co-pilot, sent the plane into its descent.

The sounds coming from outside the cockpit door on Tuesday were something else altogether: knocking and pleading from the commanding pilot that he be let in, then violent pounding on the door and finally passengers’ screams moments before the plane, carrying 150 people, slammed into a mountainside in the French Alps.

Those clues led French prosecutors to say Thursday that the co-pilot had locked the pilot out of the cockpit and deliberately crashed the plane.

The sound of Mr. Lubitz’s breathing indicated that he was conscious to the end, Brice Robin, the Marseille public prosecutor, said at a news conference. It appeared that Mr. Lubitz intended “to destroy the aircraft,” he said.

“The interpretation we can give at this time is that the co-pilot, through a deliberate act, refused to open the door of the cockpit to the commander, and activated the button that commands the loss of altitude,” Mr. Robin said.

Data from the plane’s transponder also suggested that the person at the controls had manually reset the autopilot to take the plane from 38,000 feet to 96 feet, the lowest possible setting, according to Flightradar24, a flight tracking service. The aircraft struck a mountainside at 6,000 feet.

Before Mr. Lubitz, 27, a German citizen, set the plane on its 10-minute descent about half an hour into the flight from Barcelona, Spain, to Düsseldorf, Germany, the cockpit voice recorder picked up only the usual pilot banter, “courteous” and “cheerful” exchanges, the prosecutor said.

Then the commanding pilot asked Mr. Lubitz to take over. A seat can be heard being pulled back and a door closing as the captain exits the cockpit.

”At this stage, the co-pilot is in control, alone,” Mr. Robin said. “It is when he is alone that the co-pilot manipulates the flight monitoring system to activate the descent.” The revelation that one of the pilots had been locked out of the cockpitwas first reported by The New York Times.

Investigators do not know exactly what happened or why Mr. Lubitz might have intentionally crashed the aircraft. But the flight recording shows the plane’s last moments stretching into an eternity of mounting frustration and panic as the pilot, returning minutes later, is unable to re-enter the cabin.

“You can hear the commanding pilot ask for access to the cockpit several times,” the prosecutor said. “He identifies himself, but the co-pilot does not provide any answer.”

The German authorities and Lufthansa have declined to identify the commanding pilot because of privacy restrictions, but British and Spanish newspapers have named him as Capt. Patrick Sonderheimer.

During the descent, Mr. Robin said, air traffic controllers repeatedly tried to contact the aircraft but got no response. Nor did anyone on the plane convey a distress signal, even as the captain desperately tried to break down the door and, at the last, people began screaming.

The prosecutor’s assertions instantly changed the nature of the investigation of the crash, which obliterated the Airbus A320 and killed people from more than a dozen countries, into a criminal inquiry focused on Mr. Lubitz.

Prosecutors said that he had no obvious reason to commit mass murder, and that he had been hired by the airline less than two years ago. The top executive of Lufthansa, the parent of Germanwings, said he was speechless at the news from investigators in France.

Friends said Mr. Lubitz, a gliding enthusiast and former flight attendant, was unassuming and funny. He loved to fly and came from the German town of Montabaur but had an apartment in Düsseldorf.

Mr. Robin, the French prosecutor, said the voice recorder showed details of the final 30 minutes of the flight. “During the first 20 minutes, the pilots talk normally,” he said. “There is nothing abnormal happening.”

Mr. Robin said that there was no indication that this had been a terrorist attack, and that Mr. Lubitz had not been familiar to law enforcement officials.

The German interior minister, Thomas de Maizière, told reporters in Berlin on Thursday that security officials had found no indication that anyone on board had links to terrorism.

Asked if Mr. Lubitz had essentially committed suicide, Mr. Robin said, “I haven’t used the word suicide,” adding that it was “a legitimate question to ask.”

But Carsten Spohr, the chief executive of Lufthansa and a former A320 pilot, suggested that what Mr. Lubitz had done was something of a different magnitude. “I am not a legal expert,” he said, adding, “If a person takes 149 other people to their deaths with him, there is another word than suicide.”

“We are horrified that something of this nature could have been taken place,” he said. “It is the worst nightmare that anyone can have in our company.” He said Lufthansa staff received psychological and flight training.

After a Cairo-bound EgyptAir flight went down in 1999 in the Atlantic Ocean off Nantucket, Mass., killing 217 people, investigators said they suspected that the co-pilot might have committed suicide. The United States National Transportation Safety Board, which investigated, concluded that the crash had occurred because of the co-pilot’s “manipulation of the airplane controls,” although its report explicitly did not refer to suicide.

Investigators into the Germanwings crash said they were trying to determine why the captain had left the cockpit. To get back in would have required a precise procedure.

Members of a flight crew would typically use a fail-safe code to open the door if someone in the cockpit could not or would not let them in. The pilot would have known the code, Mr. Spohr said, but it was unclear whether he had used it. Even if he did, the co-pilot could have activated a switch that prevented the door from opening for five minutes, or found some other way to block the door, Mr. Spohr said. There is no chance the pilot forgot the code, he said.

Stefan Schaffrath, an Airbus spokesman, said Thursday that after the Sept. 11, 2001, terrorist attacks in the United States, Airbus had upgraded the reinforcements of cockpit doors.

According to an Airbus video, the cockpit door is locked by default when closed. But when a pilot wants to lock it to bar access to someone, he or she can move the toggle to a position marked “locked,” which illuminates a red light on a numeric code pad outside. That disables the door, keypad and the door buzzer for five minutes.

While these functions are disabled, the video shows, the only way to contact the crew is via an intercom. The door can then be opened only if someone inside moves and holds the toggle switch to the “unlock” position.

If someone outside the cockpit suspects the pilot is incapacitated, that person would normally first try to establish contact via the intercom or by activating a buzzer. If that was unsuccessful, the video shows, a crew member outside the cockpit would need to enter an emergency code on the keypad.

The code activates a loud buzzer and flashing light on the cockpit control panel, and it sets off a timer that unlocks the door 30 seconds later. The person outside has five seconds to enter before the door locks again.

Dominique Fouda, a spokesman for the European Aviation Safety Agency in Cologne, said that there was no requirement in Europe for a cabin crew member to be in the cockpit when one of the pilots leaves for “physiological reasons.”

“Basically, unless they have a physiological need, they have to be in the cockpit,” he said.

Aviation safety experts said that the standards in the United States were similar, although Laura Brown, a spokeswoman for the Federal Aviation Administration in Washington, said she could not immediately confirm that.

As investigators continued to pore over the clues, and search crews scoured the rough French terrain for more, relatives of the victims began arriving Thursday near the site of the crash, where a makeshift chapel has been set up, and where psychologists are providing support. Lufthansa was to operate two special flights for family members from Barcelona and from Düsseldorf. A charter flight with 62 relatives and friends of victims landed in Marseille on Thursday after leaving Barcelona shortly after 10 a.m., Spanish television reported. Other relatives traveled overnight from Barcelona, by bus.




Singers Oleg Bryjak and Maria Radner, who had performed in Richard Wagner’s Siegfried at Barcelona’s Gran Teatre del Liceu, died in crash in southern Alps

Maria Radner

Maria Radner, along with her husband and baby, was among those who died on flight 4U9525. Photograph: Kerstin Joensson/AP

Two opera singers who had performed on stage in Barcelona were among 150 people who died on a Germanwings flight which crashed in the southern Alps on Tuesday. Oleg Bryjak, 54 and Maria Radner, 34, had performed in Richard Wagner’s Siegfried at Barcelona’s Gran Teatre del Liceu on a series of dates that ended on Monday.

An opera house in Düsseldorf said Bryjak, who was a bass baritone, was one of the 150 people onboard the plane that crashed in the French Alps.

Oleg Bryjak, opera singer who died in Germanwings plane crash


Oleg Bryjak, 54, had just performed as the character Alberich in Siegfried. Photograph: Hans Joerg Michel/AFP/Getty Images

“We have lost a great performer and a great person in Oleg Bryjak. We are stunned,” Christoph Meyer, director of the Deutsche Oper am Rhein, said.

The Gran Teatre del Liceu confirmed that Radner, along with her husband and baby, was among the dead. Bryjak had just performed as the character Alberich in Siegfried while Radner, who was an alto, played the role of Erda.

Bryjak was born in Kazakhstan when it was part of the former Soviet Union and had performed on opera stages including those in Paris, Zurich, London, Los Angeles, Chicago, Vienna, Berlin, Munich, Sao Paolo and Tokyo, according to his website. His repertoire was said to include more than 30 operas.

A biography on her management company’s website says Radner, who was born in Düsseldorf inGermany, made her debut in January 2012 at the Metropolitan Opera in New York. She subsequently performed in Buenos Aires, Bonn, Rome, Geneva and Milan as well as the Royal Opera House in Covent Garden in London. She featured in Wagner’s Das Rheinhold, which was on BBC radio in 2012.

The management of the Gran Teatre del Liceu, where the two singers had finished their run of performances the night before the flight, said on their official Twitter account: “Liceu Barcelona Opera House deeply mourns the death of Oleg Bryjak and Maria Radner.”

Tributes were paid to Bryjak and Radner from various corners of the music world. The violinist Karina Canellakis, assistant conductor of the Dallas Symphony Orchestra, also paid tribute on Twitter. “My heart goes out to her friends and family. And all those lost today. Devastating,” she said.

Alexander Neef, general director of the Canadian Opera Company, said Radner had been expected to sing there in the next season. “Our deepest sympathies to family, friends & colleagues of Maria Radner, Oleg Bryjak & all who lost loved ones today,” he wrote.



A320 cockpit


As officials struggled Wednesday to explain why a jet with 150 people on board crashed amid a relatively clear sky, an investigator said evidence from a cockpit voice recorder indicated one pilot left the cockpit before the plane’s descent and was unable to get back in.

A senior French military official involved in the investigation described a “very smooth, very cool” conversation between the pilots during the early part of the flight from Barcelona, Spain, to Düsseldorf, Germany. Then the audio indicated that one of the pilots left the cockpit and could not re-enter.

“The guy outside is knocking lightly on the door, and there is no answer,” the investigator said. “And then he hits the door stronger, and no answer. There is never an answer.”

He said, “You can hear he is trying to smash the door down.”

While the audio seemed to give some insight into the circumstances leading to the Germanwings crash on Tuesday morning, it also left many questions unanswered.

“We don’t know yet the reason why one of the guys went out,” said the official, who requested anonymity because the investigation was continuing. “But what is sure is that at the very end of the flight, the other pilot is alone and does not open the door.”

The data from the voice recorder seems only to deepen the mystery surrounding the crash and provides no indication of the condition or activity of the pilot who remained in the cockpit. The descent from 38,000 feet over about 10 minutes was alarming but still gradual enough to indicate that the twin-engineAirbus A320 had not been damaged catastrophically. At no point during the descent was there any communication from the cockpit to air traffic controllers or any other signal of an emergency.

When the plane plowed into craggy mountains northeast of Nice, it was traveling with enough speed that it was all but pulverized, killing the 144 passengers and crew of six and leaving few clues.

The French aviation authorities have made public very little, officially, about the nature of the information that has been recovered from the audio recording, and it was not clear whether it was complete. France’s Bureau of Investigations and Analyses confirmed only that human voices and other cockpit sounds had been detected and would be subjected to detailed analysis.


French officers on Wednesday formed a search line near Seyne, France, looking for clues in the crash of a Germanwings plane that left 150 people dead. CreditPeter Macdiarmid/Getty Images

Asked about the new evidence revealed in the cockpit recordings, Martine del Bono, a bureau spokeswoman, declined to comment. “Our teams continue to work on analyzing the CVR,” she said, referring to the cockpit voice recorder. “As soon as we have accurate information we intend to hold a press conference.”

Meanwhile, prosecutors in Marseille, who have been tasked with a separate criminal inquiry into the crash, could not immediately be reached for comment. Brice Robin, the Marseille prosecutor, was due to meet Thursday morning with the families of the crash victims.

At the crash site, a senior official working on the investigation said, workers found the casing of the plane’s other so-called black box, the flight data recorder, but the memory card containing data on the plane’s altitude, speed, location and condition was not inside, apparently having been thrown loose or destroyed by the impact.

The flight’s trajectory ahead of the crash also left many unanswered questions.

Rémi Jouty, the director of the Bureau of Investigations and Analyses, said at a news conference that the plane took off around 10 a.m. local time from Barcelona and that the last message sent from the pilot to air traffic controllers had been at 10:30 a.m., which indicated that the plane was proceeding on course.

But minutes later, the plane inexplicably began to descend, Mr. Jouty said. At 10:40 and 47 seconds, the plane reported its last radar position, at an altitude of 6,175 feet. “The radar could follow the plane until the point of impact,” he said.

Mr. Jouty said the plane slammed into a mountainside and disintegrated, scattering debris over a wide area, and making it difficult to analyze what had happened.

A French rescue worker on Wednesday near the crash site of a Germanwings jet.CreditGuillaume Horcajuelo/European Pressphoto Agency

It often takes months or even years to determine the causes of plane crashes, but a little more than a year after the disappearance of a Malaysian airlines jetliner that has never been found, the loss of the Germanwings flight is shaping up to be particularly perplexing to investigators.

One of the main questions is why the pilots did not communicate with air traffic controllers as the plane began its unusual descent, suggesting that the pilots or the plane’s automated systems may have been trying to maintain control of the aircraft as it lost altitude.

Among the theories that have been put forward by air safety analysts not involved in the investigation is the possibility that a pilot could have been incapacitated by a sudden event such as a fire or a drop in cabin pressure.

A senior French official involved in the investigation, who spoke on the condition of anonymity, said that the lack of communication from the pilots during the plane’s descent was disturbing, and that the possibility that their silence was deliberate could not be ruled out.

“I don’t like it,” said the French official, who cautioned that his initial analysis was based on the very limited information currently available. “To me, it seems very weird: this very long descent at normal speed without any communications, though the weather was absolutely clear.”

“So far, we don’t have any evidence that points clearly to a technical explanation,” the official said. “So we have to consider the possibility of deliberate human responsibility.”

Mr. Jouty said it was far too early in the investigation to speculate about possible causes.

“At this moment, I have no beginning of a scenario,” Mr. Jouty said. However, he said there was not yet any evidence available that would support a theory of a depressurization or of a midair explosion.

Speaking on the French radio station RTL, Interior Minister Bernard Cazeneuve said Wednesday morning that terrorism was not a likely “hypothesis at the moment,” but that no theories had been excluded. He said the size of the area over which debris was scattered suggested that the aircraft had not exploded in the air but rather had disintegrated on impact.

Lufthansa, the parent company of Germanwings, has characterized the crash as an accident. The airline has not disclosed the identities of the pilots, except to say that the captain was a 10-year veteran with more than 6,000 hours of flying time in A320s.

The French Bureau of Investigations and Analyses, which is leading the technical inquiry into the crash, sent seven investigators to the crash site Tuesday. They have been joined by their counterparts from Germany, as well as by technical advisers from Airbus and CFM International, the manufacturer of the plane’s engines.

Speaking on Europe 1 radio, Jean-Paul Troadec, a former director of the French air accident investigation bureau, said one of the big challenges for investigators would be to protect the debris at the crash site from inadvertent damage.

“We need to ensure that all the evidence is well preserved,” Mr. Troadec said, referring to the pieces of the plane littered across the steep slopes as well as to the remains of the victims. The identification of the victims will probably require matching DNA from the remains with samples from relatives.

The recovery effort will be a laborious task, given the state of the wreckage, the difficult terrain and the fact that the crash site is so remote that it could be reached only by helicopter.

Cabin depressurization, one of the possibilities speculated about on Wednesday, has occurred before, perhaps most notably in the crash of a Cypriot passenger plane in 2005 that killed all 121 people on board as it approached Athens. In that case, Helios Airways Flight 522, a slow loss of pressure rendered both pilots and all the passengers on the Boeing 737 jet unconscious for more than three-quarters of an hour before the aircraft ran out of fuel and slammed into a wooded gorge near Athens, the Greek capital.

Investigators eventually determined that the primary cause of that crash was a series of human errors, including deficient maintenance checks on the ground and a failure by the pilots to heed emergency warning signals.