by Anceo Agostini –
Nine years ago, on 24 March 2015 at around 10.45 am, a Germanwings Airbus A320 (a low-cost airline of Lufthansa) on the Barcelona – Duesseldorf route, after a few minutes of dive flight, crashed into the rocky walls of the French side of the Haute Alps -Provence. On board there are 145 passengers, mainly Germans and Spaniards, and six crew members. No survivors.
The causes of the accident were clarified in less than 48 hours. The official version, effectively disseminated by the media, was digested by the masses without evident collateral disturbances. The explanation devised is disarmingly simple: “during the captain’s brief absence, co-pilot Andreas Lubitz barricaded himself in the cockpit and committed a murder-suicide”. This was enough to divert the media coverage to disquisitions about the psychophysical health of the Lubitz, about the locking systems for the cockpit doors, about the need to guarantee the presence of at least two pilots in the cabin, etc.
Although the matter can be considered long since archived, it is worth considering some anomalous circumstances which, taken together, if they do not contradict at least clash with the vulgate fed to public opinion. I leave out the documents of the German and French investigations (21,000 pages) whose seriousness and integrity could probably have been weakened by the defense of the Lubitz family if they had not been supported by the powerful truth machine of the gigantic Euro-French-German interests. It is perhaps worth mentioning the third Tablet-PC (two Tablets belonging to the young pilot and his girlfriend had been seized regularly during the house search) extracted from the cylinder during the trial and containing key evidence of the accusation or the manipulation and deletion (by a specialized British company) of the data contained in passengers’ mobile phones before their return to the victims’ relatives. For those interested, please refer to father’s site by Andreas Lubitz.
Some anomalies, which lead us to doubt the official version:
– A few months earlier, on 5 November 2014, in the same airspace, another Lufthansa Airbus A321 flying from Bilbao to Munich had already crashed due to the on-board computer. Der Spiegel reported: “Fortunately the captain knew how to navigate the complex architecture of the system,” computer scientist Peter Ladkin of the University of Bielefeld told Spiegel: “Less trained pilots would probably not have had this idea,” only the prompt reaction of the pilots had allowed to avoid a tragedy;
– The following day, 25 March 2015, three heads of state rushed to the site of the accident: Chancellor Merkel, President Hollande and Spanish Prime Minister Rajoy. Furthermore, the heads of state would have expressed their intention to discuss the incident with the King of Spain, Philip VI. While considering the gravity of the tragedy, it should be noted that the presence of the highest representatives of three important European countries constitutes an exceptional case, more than unusual, even unique;
– Despite the difficulties due to the inaccessibility of the place, the VCR “black box” with the sound recordings was found immediately and, less than 48 hours after the accident, the Marseille prosecutor Brice Robin was able to declare that “The co-pilot voluntarily caused the crash.” The speed with which the declaration was arrived at and the fact that it appeared as a preview in the New York Times are incredible, very reminiscent of Bellocchio’s “Knock the Monster on the Front Page”. The contents of the FDR “black box”, relating to the data, found by a lady from the local mountain rescue team after the searches were completed, is still unknown;
– After the accident, Germanwings was forced to cancel around thirty flights because the pilots refused to fly. For what reason? It would be as if the Flixbus drivers refused to work for a bus that went off the road on the Milan – Bologna route. But the reaction of the airline management is even more curious: the refusal to fly by some crews does not seem to have surprised the leaders of the Lufthansa subsidiary: “We understand this decision”, said the general director of Germanwings Thomas Winkelmann. And even the number one of the Cockpit pilots’ union, Markus Wahl, commented on the decision in these terms: “It is a job that must be undertaken if you feel fit, physically and psychologically”, he said speaking to a German TV station. An incomprehensible reaction, especially if one considers that the previous year, Germanwings pilots, with their strikes, had been the protagonists of the longest industrial dispute in German aviation.
An explanation of these inconsistencies had appeared at that time on a site, I presume of Russian inspiration, which has now disappeared. He claimed that the Germanwings Airbus crashed during a US remote control test. He specified that, while the Boeing company had long ago introduced software and hardware measures for its own aircraft to allow remote control of the on-board computer, the European company had only after long hesitations authorized the Americans to intervene on its planes and they were actually carrying out tests with the aircraft in question. He asserted that control of the aircraft had been managed by the US Army telecommunications station in Finale Ligure. In this regard, the news that appeared 20 days after the disaster, on 15 April 2015, in the German media is curious according to which “The Federal Republic of Germany is about to develop a remote control system for aircraft, which could be used to avoid deliberately caused plane crashes by crew members” and “The German Air Traffic Control (DFS) is examining emergency systems that could be used to guide unmanned aircraft from the ground. If no one on board is able or willing to fly the plane, remote control would make sense, he said. In a project started after the terrorist attacks of September 11, 2001, a simulator was used until 2009 to test how a hijacked plane could be controlled from the ground. This project could be about to start“.
One might think that the intention was artificially to exchange the cause and the effect.
Guenter Lubitz, father of the young pilot, who in all these years has continued to consider his son a victim like the other passengers, in his latest writing on the site dedicated to the tragedy reports the invocation from chapter 40 of the prophet Isaiah: “Console, console my people.”
On March 24, 2020, exactly 5 years after the tragedy, Germanwings stopped operations, coincidence? Itavia had also suffered the same fate.
