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From: firstname.lastname@example.org (Beacon) Newsgroups: alt.law-enforcement,alt.politics.org.fbi,misc.legal,us.legal,uk.legal Subject: Connect the Dots: NTSB Report on EgyptAir Flight 990 Date: 24 Dec 2003 07:18:04 -0800 Organization: http://groups.google.com Message-ID: <email@example.com> NNTP-Posting-Host: 188.8.131.52 NNTP-Posting-Date: Wed, 24 Dec 2003 15:18:04 +0000 (UTC) Go tell it on the mountain Over the hills and valley low muslim airlines have al-Qaeda's Orc pilots hell-bent on blowing themselves up. REFERENCES J.R.R. Tolkien. Lord of the Rings. 9/11. NTSB. Aircraft Accident Brief on EgyptAir Flight 990. 2002/03/12. The relief first officer was alone in the cockpit when he manually disconnected the autopilot and moved the throttle levers from cruise to idle; there was no evidence of any airplane system malfunction, conflicting air traffic, or other event that would have prompted these actions. .... There was no apparent reason for the relief first officer's nose-down elevator inputs. The relief first officer's calm repetition of the phrase "I rely on God," beginning about 74 seconds before the airplane's dive began and continuing until just after the captain returned to the cockpit (about 14 seconds into the dive), without any call for help or other audible reaction of surprise or alarm from the relief first officer after the sudden dive is not consistent with the reaction that would be expected from a pilot who is encountering an unexpected or uncommanded flight condition. The absence of any attempt by the relief first officer to recover from the accident airplane's sudden dive is also inconsistent with his having encountered an unexpected or uncommanded flight condition. The relief first officer's failure to respond to the command captain's questions ("What's happening? What's happening?") upon the captain's return to the cockpit is also inconsistent with the reaction that would be expected from a pilot who is encountering an uncommanded or undesired flight condition. .... The accident airplane's movements after the command captain returned to the cockpit were the result of both pilots' inputs, including opposing elevator inputs where the relief first officer continued to command nose-down and the captain commanded nose-up elevator movements. Nose-up elevator movements began only after the captain returned to the cockpit. Seconds after the nose-up elevator movements began, the elevator surfaces began moving in different directions, with the captain's control column commanding nose-up movement and the relief first officer's control column commanding nose-down movement. After the elevator split began, the relief first officer shut down the engines. The captain repeatedly asked the relief first officer to "pull with me," but the relief first officer continued to command nose-down elevator movement. The captain's actions were consistent with an attempt to recover the accident airplane and the relief first officer's were not.
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