5 Nov 2015

THE FACTS ARE: The plane exploded in mid-air, and the complete tail section (empennage) was found about (two)2 kilometers from the rest of the plane, behind the rest of the actual debris field. There is an old aeronautical accident axiom that: “the pieces that fell off first, probably caused the crash.” In this case the aft pressure bulkhead which we believe was the immediate cause of the tragedy is clearly visible a few meters away from the tail section. Inspectors were seen showing keen attention to the fasteners that held the aft pressure bulkhead, and fail section together, and attached to the rest of the aircraft. This is precisely the tail section that had a hard tail-first landing in 2001, and required “factory repairs” (by Airbus ?). Problem is, minute cracks/imperfections (never seen by Egyptian maintenance /inspectors); since then, accelerated the metal fatigue, leading to the tragedy.

SOCIO POLITICAL IMPLICATIONS The volatile socio-political situation created by ISIS, has created all sorts of conspiracy theories to blame someone; and who better than ISIS, since they are continually looking for such events to exploit / propagandize their deeds/misdeeds. We believe their claims about retaliation against Russia’s PM Mr. Putin for the recent Syrian bombing are just propaganda/exploitation. Problem is ISIS has stirred a hornet nest of free world condemnation. We believe countries such as the USA, England, and probably Russia (Egypt also has a stake) will now use this tragedy, and the claims by ISIS, to support greater specific involvement against them; Accordingly, ISIS claims of downing the plane will probably backfire against them big-time. The hell of it is they all really want the USA to continue being the gendarmes of the world. They need to get weaned from such thinking. Peace and liberty is for those willing to pay for it. Our Lord knows the USA and Russia have paid heavily already.

WHAT IRKS ME are the lies and deceptions being propounded by our media (with few exceptions); For instance: “Unfortunately part of the cockpit voice recorder was damaged”. Come on! Both recorders were in the soft landing tail section and were recovered virtually intact. Three days after the crash, England announced that a bomb was responsible. Russia had made such half-baked allegations even before their people reached the crash site. On 4 Nov 2015, the USA joined the “bomb aboard” scenario. How in the world would they know that, since no evidence of explosives or explosive damage has been found? The media then went viral explaining all about “altitude sensitive bombs” They have not yet hit on a simple time bomb, but they will; in time just to cover the news with interesting, nonsense It is no wonder the media is called entertainment/news. THE BIG HUSH IS ON disguised as distraction!

LET US PAY ATTENTION TO THE SOCIO POLITICAL TREND TO “GET ISIS”. There are many already involved in that long-term ongoing war. The world, and most people in the region, are learning the bitter lesson that ISIS has nothing to offer but blood, sweat, and tears. They have a strong propaganda machine; Hitler did too! Beware of that!

Oh! what a tangled web we weave when at first we seek only to deceive”

Edward Oliver Gonzalez (gonzedo)



November 5, 2015 at 2:24 AM Comments (0)


2 Nov 2015

We have good reasons to believe that the cause of this tragedy was the result of mid-air high altitude explosive decompression. This time the probable cause of the disaster was the separation of the aft pressure bulkhead. This aircraft was a very old, many past owners airliner that was (regardless of exculpatory statements), poorly maintained since it became part of a “Bargain flight fleet”. What do you think? Its parent company had not paid its maintenance employees for over 2 months.

Kogalymavia Flight 9268 (7K9268/KGL9268) was an international chartered passenger flight operated by Russian airline (branded as Metrojet), which crashed in northern Sinai, on October 2015 at 04: 13 UTC(06:13 USA- EST) following departure from Sharm el Sheikh International Sharm, Egypt, en route to Pulkovo Airport, Saint Petersburg, Russia.

THE AIRCRAFT, AN AIRBUS A321-231, was carrying 217 passengers and seven (7) crew members; of those, mostly were tourists. The majority were Russian, four (4) were Ukranian, and one was Belarusian. With a total death toll of 224 people, it is also the deadliest air crash involving an aircraft from the Airbus A320 family, and the deadliest plane crash for a Russian airline.

TO VISUALIZE THE PROBABLE CAUSE of the explosive decompression event, one needs to think of an airliner as a huge flying thermos-bottle filled with compressed air with about a 6 pound per square inch pressure differential from outside air at altitude. Now then the aft end of the pressure vessel consists of a normally semi-spherical aluminum “pressure bulkhead” firmly attached to the fuselage (body of the plane)  This particular aircraft was old, had many flight hours, and in its old age fell into disrepair. A few years earlier the aircraft had a hard, tail first landing which no doubt weakened the aft pressure bulkhead, but after the customary repairs, and inspections were made, it was once more considered “airworthy”. We believe the entire tail (empennage) aft end complete with vertical and horizontal stabilizer; blew off (parted company with the rest of the plane) severing hydraulic lines electrical wires, etc. An absolutely catastrophic event. Normally, in this type of event, the tail end that separated will fall to the ground more slowly because of of its large, un-aerodynamic shape (catches more wind);that is the reason there have even been survivors found in the tail. Aljazeera did today show many pictures which clearly show the aft pressure bulkhead, and the tail section of the plane nearby, consistent with our thinking. Perhaps the worst tragedy of this kind involved the loss of a Japanese Air Line Boeing 747 jumbo jet (Queen of the skies) JAL Flight 123.

THE CRASH OF JAPAN AIRLINES FLIGHT 123 on August 12, 1985 is the single-aircraft disaster with the highest number of fatalities: 520 died on board a Boeing 747 The aircraft suffered an explosive decompression resulting from an incorrectly repaired aft pressure bulkhead, which failed in mid flight, destroying most of its vertical stabilizer, and severing all of the hydraulic lines, making the 747 virtually uncontrollable. In a feat of Remarkable airmanship, Pilots were able to keep the plane flying for 32 minutes after the mechanical failure, before crashing into a mountain. Remarkably, several people survived, but by the time the Japanese rescue teams arrived at the crash site, all aboard had perished, except for four (4) survivors. Unfortunately, in this case dispensations had been granted by Japanese aeronautical authorities to carry extra passengers on the premise that the average Japanese person weighed less than other passengers.

In this incident, finger-pointing has already began, as well as the “who, me!” We can be sure Russia, Egypt and Airbus Industries will disclaim all responsibilities. Next will come lies from the investigators, about the two (2) Black (orange) boxes contents. They have both been found, and will no doubt tell the true story- even if the public never hears it. The “big hush” is already quite notable. The lesson in this for many of us is to be weary of flying on “fly by cut-rate airlines”. Indonesia’s A320 crash last year taught us a very valuable lesson in this regard.

Our heart-felt condolences go out to the so many people that more than 200 casualties can create, and the truncated expectations of so many people who loved them, and are now grieving.

Edward Oliver Gonzalez (gonzedo)

P.S. The author worked for many years as an aircraft designer




November 2, 2015 at 1:16 PM Comments (0)


7 Feb 2015

AIRASIA CO-PILOT’S BODY RECOVERED FROM COCKPIT OF CRASHED PLANE ON SEA FLOOR STILL STRAPPED TO HIS SEAT. On 6 Feb 2015 Indonesian divers found a body believed to be the French co-pilot of crashed Airbus A320-200, Flight QZ8501. Officials said the body was retrieved from the cockpit (front part of the fuselage). It was reported the body was wearing a uniform with three (3) stripes on the epaulettes. Recall the cockpit was discovered last month submerged, about 20 meters from the fuselage.

Coordinator of the search and rescue effort, S.B. Supriyadi, said:the body, believed to be co-pilot Remi Plesel (a French citizen), was retrieved from the cockpit, and was wearing a uniform with three (3) stripes on the shoulder… the body is still being held onboard the “Pacitan” warship before being taken to land. A formal confirmation will be given after the Disaster Victims Identification (DVI) team has positively identified the body”. That task is made more difficult by the high degree of decomposition. Divers also found three (3) more bodies inside the fuselage (main body of the plane) and another three bodies nearby, bringing the total number of bodies retrieved so far to 101. The same identification problems apply.

It was revealed by crash investigators last January that the French co-pilot was flying the plane before it crashed, rather than Captain Iriyanto, an experienced former fighter pilot. AirAsia said it would not comment while the matter was under investigation by the National Transportation Safety Committee (NTSC) of Indonesia.

Notice that Indonesia’s effort is still the recovery of bodies, and not the recovery of important parts of the Airbus A320.  Last month they  located the cockpit, and even an engine, but have seemed hesitant to recover them, probably because they would reveal what they already know was the real cause of the accident: explosive decompression at altitude. AH! The games people play to save face, prestige, and money.


 On 8 FEB 2015 Air Marshal FH Bambang Soelistyo, head of Basarnas said:“We’re pretty sure it’s a pilot because of the uniform and the location where the body was found, which was in a pilot’s seat…Hopefully we will be able to recover the body of the other pilot today” (apparently he does not distinguish between” pilot” and “co-pilot. The pilot normally sits in the left side of the cockpit, wears a uniform with four (4) stripes on the epaulettes, while the co-pilot sits on the right side, and wears a uniform with three (3) stripes on the epaulettes. Either officer can assume the controls). The diver team, according to Bambang, would attempt to remove the remains of the other officer still trapped in the cockpit, later in the day. He expressed hope that the weather would not hinder the recovery efforts. Talk about contradictory reports! “Oh, what a tangled web we weave / When first we practise to deceive!” . Indonesia is not on the level.

On Sun, March 01 2015, AFP, “Indonesia World” reported that officials say they have retrieved the final major part of the fuselage of AirAsia jet that crashed into the Java Sea in Dec 2014 December, killing all 162 people on board.

Indonesia’s National Search and Rescue chief Bambang Soelistyo told AFP: “We have retrieved on Friday (27 Feb 2015) the last and large part of the AirAsiaAirbus A320  Flight 8501 fuselage with a wing still intact” …The mangled wreckage, the largest part of the plane retrieved, was pulled from the sea Friday and loaded onto a ship…No bodies were found during the course of the operation. Some 103 bodies have been recovered to date.

The WSJ comments on the story included these succinct ones:

“Not unexpected recovery but strangely no mention made of bringing up the cockpit they located not far distant.  There is information within it that would aid in the investigation and of course, the pilot’s position, i.e., both in their seats, shoulder straps on or off.”

Another person said: “I have never seen such spin-doctoring, face-saving apologists, low-talking mumblers, as these people.  DC politicians should make pilgrimages there to study at their feet.

We could not agree more. We too have alluded to these significant fallacies in Indonesia’s governmental releases. THE COVER -UP IS ON STRONG!

Edward Oliver Gonzalez (gonzedo)

e-mail >





February 7, 2015 at 5:25 PM Comments (0)


27 Jan 2015

Indonesia’s military, on 27 Jan 2015 withdrew from search and recovery efforts a month after an AirAsia flight 8501 Airbus A320 passenger jet crashed into the sea killing all 162 people on board, navy officials said. Rear Admiral Widodo, head of the navy’s western fleet, told reporters in Pangkalan Bun: “The operation has been ongoing for 30 days so the joint team has been pulled in Pangkalan Bun, the base for the search effort. We apologize to the families of the victims. We tried our best to look for the missing victims.” The Indonesian Civilian National Search and Rescue Agency said it may press on with the search for bodies. But its efforts will be hampered by the loss of the military’s large vessels and heavy recovery equipment. Tatang Zaenuddin, the agency’s deputy of operations said:”Perhaps we will do regular operations with help from fishermen and communities near the coast to find other victims” The agency will hold a news conference on 28 Jan 2015. WE SENSE A CONSPIRACY TO COVER UP THE FACTS.


FACT: Divers have recovered both the cockpit voice recorder and flight data recorder from the sea floor. However, the results will not be released to the public. WHY?

FACT: Divers found and  recovered the empennage (tail section) of the downed jetliner without much difficulty before Indonesian authorities had a change of attitude about retrieving other compromising aircraft parts.

FACT: Malaysia Navy divers (100 strong) located the main part of the fuselage in water 100 feet deep (Folks, that is sport-diving depth.) The fuselage is thought to contain most of the victims; even so, after some apparent foot dragging (blaming the weather, visibility, currents etc.), the recovery team made three (3) half hearted efforts, using ropes to pull up the aircraft remains before giving up on recovery per today’s announcement. Frankly, watching recovery film, it seemed to us that the divers were attempting to destroy (break-up) the fuselage  rather than recover it. Over the course of the last month, fishermen and others did find some 70 bodies. About 90 more are still missing; many believed to have been in the fuselage remains.

FACT: THE COCKPIT HAS BEEN LOCATED, but no effort has been made to recover it. It should contain the remains of the pilot/co-pilot. Equally important, it will probably show that the the cabin exploded just behind the pilots as it did in Aloha Airlines Flight 243 AQ 243 (see previous article), that would be typical of explosive decompression at altitude. IT IS THAT INFORMATION THAT AIRBUS INDUSTRIES WISHES TO SUPPRESS, BECAUSE IT WOULD SHOW A DESIGN FLAW THAT MIGHT BE PERVASIVE AND AFFECT A FLEET OF SOME 6,100 A320s, AND WORSE YET, FUTURE SALES OF THIS IMPORTANT INDUSTRY TO FRANCE.

FACT: About six (6) other jetliners were in the same stormy Java Sea area at the time of the catastrophic event and suffered no real problems or delays.

FACT: Indonesian Government owns about half of AirAsia’s fleet; so they are unwilling to “shoot themselves in the foot”. They have obviously retrenched from past statements about “for the good of the (aeronautical) industry”. Notice that now, Indonesian press releases are being made by lower rank officials who have no electorate to answer to; But, what about the safety of the flying public? Must we wait for another such event? In 1950, and In denial, De Havilland did so with their Comet aircraft, and had three (3) blow up over the British Isles before someone said…Wait a minute, there is something wrong here!

FACT: The approved ceiling for the Airbus A320 is 42,000 feet; yet, it blew up (literally) at much less than that.  Authorities already know that key fact from the “black-boxes”, but appear to be concealing the information. Initially the Investigators did say that the cabin voice recorders showed there was no evidence of foul-play. Now no more info releases. Indonesia’s part in this investigation stinks!


INDONESIA’S NATIONAL TRANSPORTATION SAFETY COMMITTEE (NTSC) head, Tatang Kurniadi said NTSC will submit its initial findings on the crash this week to the International Civil Aviation Organization (ICAO).The preliminary report (which the ICAO requires within 30 days of an accident), will include “information on the plane, the number of passengers and other information like that”, said NTSC investigator Suryanto, but it will not include analysis of the two flight recorders. Data from radar and the aircraft’s two “black box” flight recorders will provide investigators with a clearer picture of what occurred during the final minutes of the flight, but investigators say they have yet to start their analysis as they have been compiling other data for the inquiry. The NTSC will hold an annual media conference this week on its work over the past year but it is not expected to discuss details of its investigation of the AirAsia crash. FOLKS! THIS IS CLASSICAL FOOT-DRAGGING BY RESPONSIBLE INDONESIAN AUTHORITIES. WE HAVE ALWAYS FEARED THAT WITH SO MUCH AT STAKE FOR FRANCE, AND INDONESIA, EVENTS WOULD TAKE SUCH A TURN.

Transport Minister Ignasius Jonan told a parliamentary hearing last week that, based on radar data, the plane had climbed faster than normal in its final minutes, and then stalled. YEAH! Stalled-hell! it “blew up”, and dropped from the sky in pieces. As a matter of fact, many hair-brained possibilities have been advanced to obscure/conceal the real facts.

The final report on the crash is now expected within a year. A lot of preventable bad things can happen in a year.


Edward Oliver Gonzalez (gonzedo)





January 27, 2015 at 11:28 AM Comments (0)


28 Dec 2014

We have good reasons to believe that the loss of this airliner was the result of mid-air high altitude explosive decompression.  Problem is:  airliners which serve archipelagos must fly to and from airports with high salinity in the air, and make many short flights. Each successive landing produces stresses on the upper part of the body (fuselage) known as “oil-canning”. Such induced stresses, normally in the upper part of the fuselage, have the net result of elongating rivet holes (Orifices) and that, allows the atmospheric salinity to corrode both fasteners, structural members, and skin panels.  Bottom line is: it is not the number of years in service, or the miles flown, but rather the number of landings that is at issue as a predictor of potential failure. A classic case of “short legs, and saline atmosphere”. was Aloha Airlines Flight 243, April 28, 1988.(below).


Aloha Airlines Flight 243 (AQ 243, was a scheduled Aloha Airlines flight between Honolulu in Hawaii. On April 28, 1988, a Boeing 737-297 serving the flight suffered extensive damage after an explosive decompression in flight, but was able to land safely at Kahului Airport on Maui. There was one fatality, flight attendant Clarabelle Lansing, who was swept overboard from the airplane. Another 65 passengers and crew were injured. The safe landing of the aircraft despite the substantial damage inflicted by the decompression established Aloha Airlines Flight 243 as a significant event in the history of aviation, with far-reaching effects on aviation safety policies and procedures. We are lucky this aircraft survived to tell the tale.- But only if we learn from the past.

EVENT SUMMARY: No unusual occurrences were reported during the take-off and ascent. Around 13:48, as the aircraft reached its normal flight altitude of 24,000 feet (7,300 m) about 23 nautical miles (43 km) south-southeast of Kahului, Maui, a small section on the left side of the roof ruptured with a “whooshing” sound. The captain felt the aircraft roll left and right, and the controls went loose. The first officer noticed pieces of grey insulation floating over the cabin. The door to the cockpit was gone so the captain could look behind him and see blue sky. The resulting explosive decompression tore off a large section of the roof, consisting of the entire top half of the aircraft skin extending from just behind the cockpit to the wing leading edge.

NO LOST PARTS FOUND.  Despite an extensive search of the ocean at the estimated location of the incident, neither Ms. Lansing’s body nor the piece of the fuselage that was blown off the plane were ever found. The flight crew reacted heroically, and the pilots surely had white knuckles when they finally brought the wounded bird down through great airmanship.

NTSB FINDINGS Investigation by the United States National Transportation Safety Board (NTSB) concluded that the accident was caused by metal fatigue exacerbated by crevice corrosion. The plane was 19 years old and operated in a coastal environment, with exposure to salt and humidity. Does this sound familiar?

For excellent pictures of the mid-disaster see



THREE BRITISH COMETS-FLAGSHIP OF BOAC exploded in mid-air as the result of- explosive decompression (a sly old aeronautical enemy) that doomed Great Britain’s primacy into commercial jet transport. The De Havilland DH 106 Comet was the first production commercial jetliner developed and manufactured by De Havilland, Headquartered at Hertfordshire, Great Britain. The Comet’s 1st prototype first flew on 27 July 1949. It featured an aerodynamically clean design, with four de Havilland Ghost turbojet engines buried in the wings, a pressurized and large square windows. For the era, the Comet offered a relatively quiet, comfortable passenger cabin and showed signs of being a commercial success at its 1952 debut. THEN… several Comets came down in pieces from high altitude.

ANATOMY OF THE TRAGEDY A year after entering commercial service the DH 106 Comets began suffering problems, with three of them breaking up during mid-flight in well-publicized accidents. This was later found to be due to catastrophic metal fatigue in the airframes, a problem not well understood at the time. The Comets were withdrawn from service and extensively tested after the fact to discover the cause; the first incident had been incorrectly blamed on adverse weather; however, the exhaustive testing revealed fatal design flaws, including dangerous stresses at the corners of the square windows and installation methodology; As a result, the Comet was extensively redesigned with oval windows, structural reinforcement and other changes. Even so, by then the Boeing 707 had gained world trust as a jetliner that flew twice as fast as any prop-driven airliners of its time; while Britain, never recovered from its BOAC prestige and financial loss.

PUBLIC RELATIONS AND COST ARE THE MAIN CONCERN OF AIRLINER MAKERS AND OPERATORS.  Naturally, Airbus does not wish to admit failures in design consideration, especially when weight considerations are paramount. Airbus says: Oh! A320 are proven aircraft with thousands safely in service all over the world. Yes but under the circumstances above? In our mind aircraft destined for short flights in saline airports need to have such problems ironed out in design modifications (Airbus knows where to begin, and so do I, but they do not wish to admit fault). Meanwhile the operators probably say: Well, Airbus directives have not instructed us to inspect the upper part of the fuselage for smoky rivets or other signs of skin distress.

SO WHAT REALLY HAPPENED TO THE MALAYSIAN AIRCRAFT? We submit it exceeded the altitude at which its weakened fuselage could stand the pressure differential, and “blew up”. In all probability the pilots thought they were safe, when they radioed that they were going to a higher altitude. Such experienced pilots no doubt considered that a prudent measure given the flight parameters given for their aircraft, but they were wrong. Thousands of small pieces showered down over miles of ocean water never to be seen again. That may be all that is found. If it is any consolation to relatives of the missing, we believe they died an almost instantaneous, unexpected death. May they rest in peace until the ocean gives up its dead, and may their loved ones find closure and keep the missing in their memories, for then, they will continue to live on.

Note: The Public relations cover up of the real events has already started when spokespeople blame the weather, and they lie when they say the pilot had requested to change his flight plan, when they distinctly said they were going to a higher altitude. Airbus Industries will do anything to preserve their international prestige, but as with the DH Comet, in the end, all will be known. It will be interesting to see what the USA NTSB has to say.


Edward Oliver Gonzalez (gonzedo)

e-mail >

P.S. The author worked for many years as an Aircraft Design Engineer

December 28, 2014 at 10:16 PM Comments (7)