Terror Names Linked To Doomed Flight AF 447

[coogebeachhotel]

At ease gentlemen, story has been rebuffed by French authorities. The names in question are very common (there are literally million of people called Mohammed or Ali) and that`s all there is to it.

Not true on French TV this is a big story right now.

 

[Rook]

The names in question are very common (there are literally million of people called Mohammed or Ali) and that`s all there is to it.

http://www.youtube.com/watch?v=kiesSlEbJ_8

No offense to AF 447, just trying to inject a little humor.

 

[KCPilot]

Ever heard of "Operation Bojinka?"

"Loud Bang"- A plot to use commercial airliners as weapons, specifically to blow up the CIA headquarters and another plot to put bombs on U.S. airliners. This was briefed to President Clinton in 1996.

Clinton of course took a lawyers approach towards this rather than a approach for our national security....

 

[xrated]

Take the easy route, blame it on BUSH

Good point. Bush did have them up against the ropes in Afganistan. Ready to deliver the final blow, Bush thought it was better to divert attention, money, and the military to Iraq and take out Saddams MASSIVE nuclear program and his ties to Al-Queada then to finish the job in Afganistan...Yeah Bush!!

 

[troll565]

Link?

Peter Allen, in Paris
Two passengers with names linked to Islamic terrorism were on the Air France flight which crashed with the loss of 228 lives, it has emerged.




Debris from Air France flight AF 447 has been recovered from the Atlantic


French secret servicemen established the connection while working through the list of those who boarded the doomed Airbus in Rio de Janeiro, Brazil, on May 31.
Flight AF 447 crashed in the mid-Atlantic en route to Paris during a violent storm.
While it is certain there were computer malfunctions, terrorism has not been ruled out.





Soon after news of the fatal crash broke, agents working for the DGSE (Direction Générale de la Sécurité Extérieure), the French equivalent of MI6, were dispatched to Brazil.
It was there that they established that two names on the passenger list are also on highly-classified documents listing the names of radical Muslims considered a threat to the French Republic.
A source working for the French security services told Paris weekly L'Express that the link was "highly significant".
Agents are now trying to establish dates of birth for the two dead passengers, and family connections.
There is a possibility the name similarities are simply a "macabre coincidence", the source added, but the revelation is still being "taken very seriously".
France has received numerous threats from Islamic terrorist groups in recent months, especially since French troops were sent to fight in Afghanistan.
Security chiefs have been particularly worried about airborne suicide attacks similar to the ones on the US on September 11, 2001.

 

[Diesel-9]

FWIW Brazilian Naval unit reportedly found the
>> complete vertical fin/rudder assembly of the doomed aircraft floating
>> some 30 miles from the main debris field. The search for the flight
>> recorders goes on, but given the failure history of the vertical fins on
>> A300-series aircraft, an analysis of its structure at the point of
>> failure will likely yield the primary cause factor in the breakup of the
>> aircraft, with the flight recorder data (if found) providing only
>> secondary contributing phenomena. The fin-failure-leading-to-breakup
>> sequence is strongly suggested in the attached (below) narrative report
>> by George Larson, Editor emeritus of Smithsonian Air & Space Magazine.
>> It's regrettable that these aircraft are permitted to continue in routine

>> flight operations with this known structural defect. It appears that
>> safety finishes last within Airbus Industries, behind national pride and
>> economics. Hopefully, this accident will force the issue to be
>> addressed, requiring at a minimum restricted operations of selected
>> platforms, and grounding of some high-time aircraft until a re-engineered

>> (strengthened) vertical fin/rudder attachment structure can be
>> incorporated. Les
>> --------------------------(Report)---------------------
>> This is an account of a discussion I had recently with a maintenance
>> professional who salvages airliner airframes for a living. He has been at

>> it for a while, dba BMI Salvage at Opa Locka Airport in Florida. In the
>> process of stripping parts, he sees things few others are able to see.
>> His observations confirm prior assessments of Airbus structural
>> deficiencies within our flight test and aero structures communities by
>> those who have seen the closely held reports of A3XX-series vertical fin
>> failures. His observations:
>>
>> "I have scrapped just about every type of transport aircraft from A-310,

>> A-320, B-747, 727, 737, 707, DC-3, 4, 6, 7, 8, 9, 10, MD-80, L-188, L1011

>> and various Martin, Convair and KC-97 aircraft.
>>
>> Over a hundred of them.
>>
>> Airbus products are the flimsiest and most poorly designed as far as
>> airframe structure is concerned by an almost obsession to utilize
>> composite materials.
>>
>> I have one A310 vertical fin on the premises from a demonstration I just
>> performed. It was pathetic to see the composite structure shatter as it
>> did, something a Boeing product will not do.
>>
>> The vertical fin along with the composite hinges on rudder and elevators
>> is the worst example of structural use of composites I have ever seen and

>> I am not surprised by the current pictures of rescue crews recovering the

>> complete Vertical fin and rudder assembly at some distance from the crash

>> site.
>>
>> The Airbus line has a history of both multiple rudder losses and a
>> vertical fin and rudder separation from the airframe as was the case in
>> NY with AA.
>>
>> As an old non-radar equipped DC4 pilot who flew through many a
>> thunderstorm in Africa along the equator, I am quite familiar with their
>> ferocity. It is not difficult to understand how such a storm might have
>> stressed an aircraft structure to failure at its weakest point, and
>> especially so in the presence of instrumentation problems.
>>
>> I replied with this:
>>
>> "I'm watching very carefully the orchestration of the inquiry by French
>> officials and Airbus. I think I can smell a concerted effort to steer
>> discussion away from structural issues and onto sensors, etc. Now Air
>> France, at the behest of their pilots' union, is replacing all the air
>> data sensors on the Airbus fleet, which creates a distraction and shifts
>> the media's focus away from the real problem.
>>
>> It's difficult to delve into the structural issue without wading into the

>> Boeing vs. Airbus swamp, where any observation is instantly tainted by
>> its origin. Americans noting any Airbus structural issues (A380 early
>> failure of wing in static test; loss of vertical surfaces in Canadian
>> fleet prior to AA A300, e.g.) will be attacked by the other side as
>> partisan, biased, etc. "
>>
>> His follow-up:
>>
>> One gets a really unique insight into structural issues when one has
>> first-hand experience in the dismantling process.
>>
>> I am an A&P, FEJ and an ATP with 7000 flight hours and I was absolutely
>> stunned, flabbergasted when I realized that the majority of internal
>> airframe structural supports on the A 310 which appear to be aluminum are

>> actually rolled composite material with aluminum rod ends. They
>> shattered.
>>
>> Three years ago we had a storm come through, with gusts up to 60-70 kts.,

>> catching several A320s tied down on the line, out in the open. The A320
>> elevators and rudder hinges whose actuators had been removed shattered
>> and the rudder and elevators came off.
>>
>> Upon closer inspection I realized that not only were the rear spars
>> composite but so were the hinges. While Boeing also uses composite
>> material in its airfoil structures, the actual attach fittings for the
>> elevators,
>>
>> rudder, vertical and horizontal stabilizers are all of machined
>> aluminum."
>> -----------------(end of narrative)---------------
>> ________________________________
>>
>> You may have missed this one also:
>>
>> Subject: excerpts from various news about 447 Date: Sat, 06 Jun 2009
>> 17:21:15 +0000
>>
>> .....the jet issued 24 system failure messages before it crashed. =
>> Fourteen of those messages were sent within the space of one minute, =
>> from 3.10am BST to 3.11am BST, a briefing in Paris was told today.
>>
>> At 11pm (2am GMT) pilot Marc Dubois sent a manual signal saying he was =
>> flying through an area of 'CBs' - black, electrically charged =
>> cumulonimbus clouds that carry violent winds and lightning.
>>
>> At 11.10pm, automatic messages relayed by the jetliner indicated the =
>> autopilot had disengaged.
>>
>> This suggested Dubois and his two co-pilots were trying to thread their =

>> way through the storm manually.
>>
>> At this point a key computer system had switched to alternative power =
>> and controls needed to keep the plane stable had been damaged.
>>
>> An alarm also sounded, indicating that the 'fly-by-wire' system on the =
>> Airbus that controls the flaps on the wings had shifted to 'alternate =
>> law'.
>>
>> Alternate law is an emergency back-up system that kicks in after an =
>> electronic failure. It enables the plane to keep functioning with less =
>> energy - but reduces stability, which would have been desperately needed
>> = as the pilots battled to bring the jet safely out of the turbulence.
>>
>> At 11.12pm, two key computers monitoring air speed, altitude and =
>> direction failed. These would have increased the pilot's loss of control
>> = over the plane.
>>
>> The loss of instruments showing air speed in particular would have been =

>> detrimental. The pilot was trying to fly a fine line between slowing the
>> = plane enough to navigate through the turbulence, and not slowing so
>> much = that the plane stalled mid-air, which would have been
>> catastrophic.
>>
>> The messages show there was an inconsistency between the different =
>> measured airspeeds shortly after the plane entered the storm zone.
>>
>> At 11.13pm, control of the main flight computer, back up system and wing
>> = spoilers also failed.
>>
>> The last automatic message, at 11.14pm, indicated complete electrical =
>> failure and a massive loss of cabin pressure - catastrophic events, =
>> indicating that the plane was breaking apart and plunging toward the =
>> ocean.
>>
>> Last night Airbus warned airline crews to follow standard procedures if =

>> they suspect speed indicators are faulty.
>>
>> The Airbus telex was sent to customers of its A330s late yesterday. An =
>> industry official said such warnings are only sent if accident =
>> investigators have established facts that they consider important enough
>> = to pass on immediately to airlines.
>>
>> The recommendation was authorised by the French air accident =
>> investigation agency (BEA) looking into the disaster. It has said the =
>> speed levels registered by the slew of messages from the plane showed =
>> 'incoherence'.
>>
>> Airbus said its message to clients did not imply that the doomed pilots =

>> did anything wrong or that a design fault was in any way responsible for
>> = the crash.
>>
>> 'This Aircraft Information Telex is an information document that in no =
>> way implicates any blame,' a spokesman said today.
>>
>>
>>
>> For those who didn't receive it earlier, this from an old friend, retired

>> US Airways A320 driver. Good luck with the spelling and shorthand!
>>
>> Sorta funny- almost exactly what I had thought in the beginning. The guy
>> doing the CNN explanation of how lightning does not bring a/c down
>> happens to be a coworker of mine. I was interviewed on TV and said that
>> it could-reason: he stated that a "normal" a/c can't be brought down by
>> lightning-the AB is NOT a normal a/c.! A well positioned hit could make
>> the a/c virtually not flyable. U have 2 sys for flt control-elec/hyd. u
>> can loose either and still be able to control flt. If u loose both u are
>> pretty much a lawn dart because what u have left would be comparable to
>> trying to balance a plate ontop of a pencil! We had an F-100 hit and it
>> ******************** out all hyd fludi as the lines were ruptured. If the pcu for a flt
>> controls(s) had been hit (fried) and the strike continued and took out
>> hyd sys-of which there r 3-2 of which really count for anything-there u
>> go, just along for the ride.With that scenario the backup sys are moot.
>> Moral of the story-stay out of trw esp if u r a frog trying to hand fly
>> an AB. That's all I'm saying.
>>
>> As you might imagine, XXXX was not a fan of AB design philosophy.
>>
>>

 

[Mike man]

At 11.10pm, automatic messages relayed by the jetliner indicated the autopilot had disengaged. This suggested Dubois and his two co-pilots were trying to thread their way through the storm manually.

No way...you would almost never want to hand fly a bus through that stuff. And the airplane does not send a message every time you click off the autopilot, on if it had disengaged on its own.