Germanwings crash victims’ families reject compensation offer

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Contrary to the viral internet reports, there is NO hard evidence that the Germanwings co-pilot, Andreas Gunter Lubitz, was a convert to Islam

Plane+crash+GermanwingsI have been deluged with people screaming at me because I am not reporting that the “co-pilot was a Muslim convert.” That is because ALL the so-called ‘evidence’ is coming from a single internet source, Speisa, in which the only ‘hard evidence’ provided is that the author, himself, says so. Should any real hard evidence be published, I will post it.

On the other hand, I do firmly believe that Muslims ARE indirectly responsible for why this Germanwings 9525 co-pilot was so easily able to crash the plane into the French Alps.

The Speisa article states:

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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. 

From Roman Catholic Imperialist: It was said that Lubitz had a Muslim girlfriend. It is unclear if she was still dating Lubitz at the time of the crash. It is unclear if he met the woman through his Muslim friends. One said that Lubitz had broken off the relationship after he pledged to commit Jihad for Allah.

We do know that Lubitz trained at the Lufthansa Flight Training School in Bremen, Germany. Bremen is home to the Masjidu-l-Furqan Mosque:

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This Mosque was raided by the police in December 2014:

BERLIN, Dec 5 (KUNA) — German authorities have closed a mosque in the northern city of Bremen, after it was accused of encouraging youth to join the extremist Islamic State group (known as ISIL), which is carrying out violent killings across Syria and Iraq.

In unprecedented circumstances, more than 100 German police personnel carried out a search of Masjidu-l-Furqan and its accompanying cultural office, which had both been under police radar since 2007.

The decision comes amid the fight against ISIL ideology, Bremen Interior Secretary Ulrich Maurer said, accusing the mosque’s management of promoting ISIL values and encouraging young Muslims in the city to travel to Syria and Iraq, and join the ranks of the group, along with Al-Nusra Front – another extremist group in Syria.

The centre have so far succeeded in inspiring a total eight men, seven women and 11 juveniles to travel to Syria and join ISIL, according to the official.

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Lubitz did his time in Bremen when the Mosque was under surveillance.

During his training Lubitz took a break – a several month break:

Carsten Spohr, CEO of Germanwings parent company, said in a press conference today that Lubitz “took a break in his training six years ago. Then he did the tests (technical and psychological) again. And he was deemed 100 percent fit to fly.” “I am not able to state the reasons why he took the break for several months. I can because Lubitz converted to Islam during his break.

A number of Facebook pages referencing the co-pilot of Flight 9525, Andreas Lubitz, included one that supposedly was from the Islamic State praising him for his actions. Whether or not ISIS actually did put it up, it is quite common for Muslim groups to heap praise on anyone, Muslim or infidel, who manages to kill a lot of infidels.

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As far as what is known at this time:

A search of Lubitz’s apartment in Dusseldorf found ripped-up medical leave notes that indicate he suffered from an illness and should not have been flying on the day of the crash. 

Prosecutors in Dusseldorf said Friday that it appears he was hiding the illness from his employer:

Documents with medical contents were confiscated that point towards an existing illness and corresponding treatment by doctors.

The fact there are sick notes saying he was unable to work, among other things, that were found torn up, which were recent and even from the day of the crime, support the assumption based on the preliminary examination that the deceased hid his illness from his employer and his professional colleagues. (Why the doctors did not notify the airline is unknown)

Police also searched Lubitz’s parent’s home in Montabaur and left with boxes of evidence.

The Dusseldorf prosecutors said they found no suicide note, no confession, and no indication of political or religious motivation. They did not specify the nature of the illness — whether it was physical or mental.

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Now, back to the reason why Muslims ARE responsible for this mass murder of civilians: The knee-jerk reaction to 9/11 produced the ill-conceived reinforced cockpit door that had catastrophic consequences.

Independent  A leading aviation security expert has condemned the rules on cockpit access as a “knee-jerk reaction to the events of 9/11” – which, he says, enabled the Germanwings co-pilot to commit the mass murder of the 149 other people on Flight 4U 9525.

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Philip Baum, the editor of Aviation Security International magazine, said: “From the moment it became apparent that the Germanwings flight had made a controlled descent… with no Mayday, one feared that either pilot suicide or a hijack was the cause. The ill-thought reinforced cockpit door has had catastrophic consequences.”

Andreas Lubitz used his expertise to lock the captain out of the flight deck of the Airbus A320. He knew that the procedures implemented since 11 September 2001 enabled someone on the flight deck to take total control.

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After the terrorist attacks, airlines began to install reinforced doors. Costing hundreds of thousands of pounds each, they are intruder-proof and bullet-proof. The system includes a keypad that is intended to allow authorised crew to enter the flight deck if the pilots become incapacitated. But a promotional video made by Airbus demonstrates how easy it is to deny access even to fellow crew who know the emergency code.

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With a flick of a switch, someone with ill intent can deny access for a minimum of five minutes. Given that it was several minutes after leaving the flight deck before the locked-out captain would have begun the procedure for gaining access, the co-pilot had time to carry out his plan to crash the aircraft.

Mr Baum said that the philosophy of aviation security was skewed too far towards preventing a repeat of the 2001 attacks.

 

 

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The Copycat Effect and Aircraft Suicides

by: Twilight Language

Should we be on the lookout for aircraft-related copycat suicides in the wake of the news regarding the cause of Flight 9525’s demise?
Behind Andreas Lubitz is the Golden Gate Bridge, known in suicidology for its power of attraction for suicide victims. (For more, see The Copycat Effect, Chapter 16: The Magnetism of Milieu and Moment.)
Andreas Lubitz, the copilot of Flight 9545, appears to have brought down the Germanwings Airbus A320 Flight 9525 on March 24, 2015.
A short history of modern suicide-related aircraft disasters, in general, do not list the single craft crashes that occur in the wake of the larger aircraft wrecks.
September 26, 1976 – 12 fatalities
A Russian pilot stole an Antonov 2 airplane directed his aircraft into the block of flats in Novosibirsk where his divorced wife lived. (ASN Accident Description)

August 22, 1979 – 4 fatalities
A 23 year old male mechanic who had just been fired entered a hangar at Bogotá Airport, Colombia and stole a military HS-748 transport plane. He took off and crashed the plane in a residential area. (ASN Accident Description)

February 9, 1982 – 24 fatalities

Japan Airlines Flight 350 was a McDonnell Douglas DC-8-61 on a domestic scheduled passenger flight from Fukuoka, Japan, to Tokyo. The airplane crashed 9 February 1982 on approach to Haneda Airport in Tokyo Bay. Flight 350 was Japan Airlines’ first crash of the 1980s. The crew consisted of 35-year-old Captain Seiji Katagiri (片桐 清二 Katagiri Seiji), 33-year-old First Officer Yoshifumi Ishikawa, and 48-year-old flight engineer Yoshimi Ozaki. The cause of the crash was traced to Katagiri’s deliberate engaging of the number 2 and 3 engines’ thrust-reversers in flight. The first officer and flight engineer worked to restrain him and regain control. Despite their best efforts, the DC-8’s descent could not be completely checked, and it touched down in shallow water 300 meters (980 ft) short of the runway. Among the 166 passengers and eight crew, 24 died. (Source.)

December 7, 1987 – 43
Pacific Southwest Airlines flight 1771 was a commercial flight that crashed near Cayucos, California, United States, on December 7, 1987, as a result of a murder–suicide by one of the passengers. All 43 people on board the aircraft died, five of whom were shot to death before the plane crashed. The man who caused the crash, David Burke, was a disgruntled former employee of USAir, the parent company of PSA. The crash killed three managers and the president of Chevron USA, James R. Sylla, along with three officials of Pacific Bell, which prompted many large corporations to create or revise policies that would forbid group travel by executives on the same flight. (Source.)
July 13, 1994 – 1 fatality
A Russian Air Force engineer stole the aircraft at the Kubinka AFB to die by suicide. The aircraft crashed when there was no more fuel left. (ASN Accident Description)

August 21, 1994 – 44 fatalities
A Royal Air Maroc ATR-42 airplane crashed in the Atlas Mountains shortly after takeoff from Agadir, Morocco. The accident was suggested to have been caused by the captain disconnecting the autopilot and directing the aircraft to the ground deliberately. The Moroccan Pilot’s Union challenged these findings. (ASN Accident Description)

December 19, 1997 – 104 fatalities
Silk Air Flight 185, a Boeing 737 en route from Jakarta, Indonesia to Singapore, crashed in Indonesia following a rapid descent from cruising altitude. Indonesian authorities were not able to determine the cause of the accident. It has been suggested by amongst others the U.S. NTSB that the captain may have decided to die by suicide by switching off both flight recorders and intentionally putting the Boeing 737 in a dive, possibly when the first officer had left the flight deck. During 1997 the captain experienced multiple work-related difficulties, particularly during the last 6 months. Also at the time of the accident the captain was experiencing significant financial difficulties, which was disputed by the Indonesian investigators. (ASN Accident Description)

October 11, 1999 – 1 fatality
An Air Botswana captain who had been grounded for medical reasons took off in an ATR-42. He made several demands over the radio and finally stated he was going the crash the plane. He caused the plane to crash into two parked ATR-42 aircraft on the platform at Gaborone Airport, Botswana. (ASN Accident Description)

Egyptair SU-GAP Boeing 767-300 at Dusseldorf Airport.
The aircraft crashed in the Atlantic Ocean in 1999 as Egyptair Flight 990.

October 31, 1999 – 217 fatalities
Egypt Air Flight 990, a Boeing 767, entered a rapid descent some 30 minutes after departure from New York-JFK Airport. This happened moments after the captain had left the flight deck. During the investigation it was suggested that the accident was caused by a deliberate act by the relief first officer. However, there was no conclusive evidence. The NTSB concluded that the accident was a “result of the relief first officer’s flight control inputs. The reason for the relief first officer’s actions was not determined.” The suggestions of a deliberate act were heavily disputed by Egyptian authorities. (ASN Accident Description)

September 11, 2001 – 2996 fatalities
The September 11 attacks (9/11) were a series of four coordinated terrorist attacks by the Islamic terrorist group al-Qaeda on the United States in New York City and the Washington, D.C. metropolitan area on Tuesday, September 11, 2001. The attacks killed 2,996 people. Four passenger airliners were hijacked by 19 al-Qaeda terrorists to be flown into buildings in suicide attacks. Two of the planes, American Airlines Flight 11 and United Airlines Flight 175, were crashed into the North and South towers, respectively, of the World Trade Center complex in New York City. Within two hours, both 110-story towers collapsed with debris and the resulting fires causing partial or complete collapse of all other buildings in the WTC complex, including the 47-story 7 World Trade Center tower, as well as significant damage to ten other large surrounding structures. A third plane, American Airlines Flight 77, was crashed into the Pentagon (the headquarters of the United States Department of Defense), leading to a partial collapse in its western side. The fourth plane, United Airlines Flight 93, was targeted at Washington, D.C., but crashed into a field near Shanksville, Pennsylvania after its passengers tried to overcome the hijackers. In total, 2,996 people died in the attacks, including the 227 civilians and 19 hijackers aboard the four planes. (For more, see The Copycat Effect, Chapter 4: Planes into Buildings.)
January 5, 2002 – 1 fatality

Soon after 5:00 P.M. on Saturday, January 5, 2002, a 15-year-old named Charles J. Bishop crashed the Cessna plane he had stolen into Tampa, Florida’s 42-story Bank of America building. Bishop had clearly modeled his action on the September 11th terrorists’ suicide plane crashes. Bishop left a suicide note behind, saying as much, though most of the media merely paraphrased as him saying that he had “admired Osama bin Laden.” (For more, see The Copycat Effect, Chapter 4: Planes into Buildings.)

April 18, 2002 – 3 fatalities
On April 18, 2002, after 5:00 P.M. local time, a man apparently acting deliberately flew at top speed into Milan’s (and Italy’s) tallest skyscraper, hitting the 25th and 26th floors of the 30-story Pirelli Tower. The skyscraper dominates the skyline of Italy’s financial capital, as did the Twin Towers of New York City. Italian Transport Minister Pietro Lunardi and Roberto Formigoni, the president of the region of Lombardy, both said they were convinced that Luigi Fasulo, the pilot of his powerful Rockwell Commander 112TC, had purposely died by suicide. Fasulo’s son and others also felt it was a suicidal act. Besides the pilot, two women who worked in the Pirelli Tower were killed. (For more, see The Copycat Effect, Chapter 4: Planes into Buildings.)

November 29, 2013 – 33 fatalities
LAM Flight 470 entered a rapid descent while en route between Maputo and Luanda and crashed in into the Bwabwata National Park, Namibia. Preliminary investigation results indicate that the accident was intentional. The captain made control inputs that directed the plane to the ground, shortly after the first officer had left the flight deck. All 33 passengers and crew were killed. (ASN Accident Description)

March 24, 2015 – 150 fatalities
Germanwings Airbus A320 Flight 9525, en route from Barcelona, Spain to Dusseldorf, Germany, went into a long descent before crashing into the French Alps. The co-pilot left behind in the cockpit, named as 28-year-old Andreas Lubitz, appeared to “show a desire to want to destroy” the plane. (More information, here and here.)

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In 2004, I wrote my book, The Copycat Effect: How the Media and Popular Culture Trigger the Mayhem in Tomorrow’s Headlines, and dedicated it to David Phillips for his groundbreaking work that had been largely ignored by most scholars up to that time.

I wrote:

In 1974, University of California at San Diego sociologist David P. Phillips coined the phrase, “The Werther Effect,” to describe the copycat phenomenon. The word “Werther” comes from a 1774 novel, The Sorrows of Young Werther, written by Johann Wolfgang von Goethe, the author of Faust. In the story, the youthful character Werther falls in love with a woman who is promised to another. Always melodramatic, Werther decides that his life cannot go on, and that his love is lost. He then dresses in boots, a blue coat, and a yellow vest, sits at his desk with an open book, and, literally at the 11th hour, shoots himself. In the years that followed, throughout Europe, so many young men shot themselves while dressed as Werther had been and seated at their writing desks with an open copy of The Sorrows of Young Werther in front of them, that the book was banned in Italy, Germany, and Denmark.

Today, “The Werther Effect” is more commonly expressed publicly as “The Copycat Effect.”

I also observed that sociologist David Phillips noted in 1978 that airplane accident fatalities normally increase just after newspaper stories about murder and suicide. Phillips found an increase in both suicides and murder-suicides following other well-publicized suicides and murder-suicides, including suicides hidden in unrecognized aircraft accidents – especially in single-plane wrecks. Phillips’s theory about a follow-on increase in plane crashes noted some “disguised suicides” followed soon after high media attention to suicides in the news.

Therefore, we should be aware that the media’s present high volume of stories on Andreas Lubitz’s apparent murder-suicide of 150 people on Flight 9525 probably will lead to more covert and some overt suicides by other pilots and aircraft employees. An increase in single aircraft (so-called “general aviation”) crashes in the forthcoming weekend, and then in the following month, are predictable outcomes.

Citations:

Coleman, Loren. The Copycat Effect: How the Media and Popular Culture Trigger the Mayhem in Tomorrow’s Headlines. New York: Simon and Schuster, 2004.

Phillips, David P. “Airplane Accident Fatalities Increase just After Newspaper Stories About Suicide and Murder,” Science 20, August 25, 1978.

Phillips, David P. “Airplane Accidents, Murder, and the Mass Media: Towards a Theory of Imitation and Suggestions,” Social Forces 58:4, June 1980.

4U9525: Alexandra David-Néel, Digne-les-Bains, and Siegfried

 By: Twilight Language

Flight 9525 departed just after 10 a.m. Tuesday, March 24, 2015, from Barcelona, Spain, for Dusseldorf, Germany, with 144 passengers — among them two babies — and six crew members. It went down at 10:53 a.m. (5:53 a.m. ET) in a remote area near Digne-les-Bains in the Alpes de Haute Provence region. All aboard are presumed dead.
One of the pilots on Germanwings Flight 9525 was locked out of the cockpit when the plane crashed Tuesday, a senior military official told The New York Times, citing evidence from the cockpit voice recorder.Dugne-les-Bains is an intriguing location for this plane to have crashed.

First of all, Bain relates to Bane (poison; fatal cause of mischief; death; destruction; killer; slayer; curse), and in Scottish legend, the Bain Fairy is a death fairy who is the keeper of the Bain Bridge.

Bane does have a longer history. An English and French origin of the surname Bain is from the occupational name of an attendant of a public bath house. This name is derived from the Middle English, and Old French baine, meaning “bath.” One French derivation of the surname Bain is from a topographic name, for someone who lived near a Roman bath. This name is derived from the Old French baine, meaning “bath.”

The northern English surname Bain is sometimes derived from a nickname meaning “bone,” which probably referred to someone who was exceptionally tall, or lean. This nickname is derived from the Old English ban, meaning “bone.” In northern dialects of Middle English, the a was preserved, but in southern dialects the a was changed to o (the southern form became the standard).

In other cases, the northern English surname is derived from a nickname of a hospitable person. This nickname is derived from the northern Middle English beyn, bayn, which mean “welcoming,” “friendly”; these are in turn derived from the Old Norse beinn, meaning “straight,” “direct”.

The Scottish surname Bain is derived from a nickname for a person with fair-hair. This name is derived from the Scottish Gaelic bàn, meaning “white,” “fair”. The name was common in the Scottish Highlands, and is first recorded in 1324 in Perth. The surname can also be, in some cases, a reduced form of the surname McBain. The Scottish Gaelic form of the surname Bain is Bàin(masculine), and Bhàin (feminine).

The name may also be a variant spelling of the north German surname Behn.

In the case of Digne-les-Bains, the name relates to the “baths” in the area.
(See more here, and more sources here, about “Bain.”)

Also, Dugne-les-Bains is a site strongly associated with Alexandra David-Néel. On Monday, March 23, I was being interviewed by a reporter, Todd DePalma. I gave this answer to one area of his questioning: “In my first two books (with Jerry Clark), The Unidentified (Warner Books, 1975) andCreatures from the Outer Edge (1978), I discussed these creatures in terms of the Jungian point of view. I also pinpointed the Yetis as creatures who some humans say live in a spiritual context (as thought forms), as per Magic and Mystery in Tibet by Alexandra David-Néel, 1929.”
I had not talked about Alexandra David-Néel in years. It seemed an unusual side note. But then Flight 9525 crashed, and it became a personal sync.

Alexandra David-Néel, French explorer, spiritualist, writer, in Lhasa in 1924.

Alexandra David-Néel, born Louise David (24 October 1868 – 8 September 1969), was a Belgian-French explorer, spiritualist, Buddhist, anarchist and writer. She is most known for her 1924 visit to Lhasa, Tibet when it was forbidden to foreigners. David-Néel wrote over 30 books about Eastern religion, philosophy, and her travels. Her teachings influenced beat writers Jack Kerouac and Allen Ginsberg, philosopher Alan Watts, and esotericist Benjamin Creme. Alexandra continued to study and write at Digne-les-Bains, till her death there at the age of nearly 101. According to her last will and testament, her ashes and those of Yongden were mixed together and dispersed in the Ganges in 1973 at Varanasi, by her friend Marie-Madeleine Peyronnet.

 
When Alexandra David-Neel journeyed through Tibet, one of the many mystical techniques she studied was that of tulpa creation. A tulpa, according to traditional Tibetan doctrines, is an entity created by an act of imagination, rather like the fictional characters of a novelist, except that tulpas are not written down. David-Neel became so interested in the concept that she decided to try to create one. (See more on how I, Loren Coleman, and Jerome Clark moved the tradition of tuplas into the Fortean awareness, in 1975 and 1978, here: Tulpas.)Worthy of mentioning, too, are the opera singers who died abroad Flight 9545, and their links to their last spiritual performance.

Barcelona’s Liceu opera house said late Tuesday [March 24, 2015] that two singers who had been performing in [Richard] Wagner’s Siegfried were on board: the baritone Oleg Bryjak and the contralto Maria Radner. Ms. Radner was traveling with her husband and baby, said Joan Corbera, a Liceu spokesman. Source.

A contralto, Radner played the goddess Erda in her debut at the Liceu opera house and Bryjak, a bass-baritone, played the evil dwarf Alberich.

Siegfried, WWV 86C, is the third of the four operas that constitute Der Ring des Nibelungen (The Ring of the Nibelung), by Richard Wagner. It premiered at the Bayreuth Festspielhaus on 16 August 1876, as part of the first complete performance of The Ring. This part of the opera is primarily inspired by the story of the legendary hero Sigurd in Norse mythology. Sigurd (Old Norse: Sigurðr) is a legendary hero of Norse mythology, as well as the central character in the Völsunga saga. The name Sigurðr is not the same name as the German Siegfried. The Old Norse form would have beenSigruþr, a form which appears in the Ramsund carving that depicts the legend. Sivard is another variant name of Sigurðr; these name forms all share the first element Sig-, which means victory.

The crash site is within the Massif des Trois-Évêchés and is close to Mount Cimet, where Air France Flight 178 crashed in 1953.

The 1953 crash involved a Lockheed L-749A Constellation.

The 9525 crash happened in what the International Business Times calls a “freakishly close” location near the village of Barcelonnette. On September 1, 1953, an Air France Lockheed L-749A Constellation crashed into Mont Cimet, less than a mile away from the Germanwings site, as it prepared to land in Nice, NBC News reports.

The plane had left Paris for a long journey that would have included stops in Lebanon, Iraq, Pakistan, and India on the way to Vietnam. Investigators concluded that the flight “had deviated from the planned course for unknown reasons,” according to the Aviation Safety Network. All nine crew members and 33 passengers—including famous violinist Jacques Thibaud—were killed