Author Archives: Admin_GA01

The cockpit door that cannot be opened

Missing evidence of the cockpit door not opening

It has been described not only in various reports on the Germanwings crash that a pilot had locked the cockpit door in order to lock out a colleague, but also in the official final report of the French investigation authority BEA. But has this ever been proven?

What was the cause of BEA’s final report on the cockpit door that cannot be opened? The following findings were documented there. On page 108/110, Appendix 3, letter from the BFU (German Federal Bureau of Aircraft Accident Investigation), the following statement is made regarding the actions of the pilot in the cockpit:

“did not unlock the cockpit door and therefore prevented access by other persons.”

https://www.bea.aero/uploads/tx_elydbrapports/BEA2015-0125.en-LR.pdf

In this context, the question arises as to why the cockpit door was not opened. Because the pilot who remained in the cockpit didn’t want to let his colleague in? In the investigation file of the Germanwings crash, comprising more than 10,000 pages, the result of listening to the cockpit voice recorder related to the pilot is documented on page HA 04310:

“Listening to the different recording channels revealed that breathing was heard through the mouth microphones, which means that he was alive, but there was no evidence that he was conscious.”

That is, there was no evidence of conscious or deliberate action, just the assumption that he was alive because he was breathing.

The journalist and flight expert Mr. van Beveren investigated this issue in an expert report and addresses it on page 109.

https://andreas-lubitz.com/wp-content/uploads/2018/04/Gutachten-zum-Germanwings-Absturz-4U9525-S-61-120.pdf

He used the cockpit voice recorder transcript to examine the pilot’s breathing after the cockpit door was locked. His finding: Within the next 20 seconds, the pilot’s breathing suddenly accelerates to hyperventilation. As musicians and air passengers, as well as cabin crew, know from experience, this can lead to unconsciousness in a very short time. The breathing then remains stable in this state of tachypnea. Tachypnea – rapid breathing – is the body’s desire for more oxygen and therefore causes an increased breathing rate. Experts speak of “acute” tachypnea if a person takes more than 20 breaths per minute.

The pilot’s breathing rate was 26 breaths per minute and remained constant over the entire period, even at times when, according to BEA’s theory, the pilot activated the autopilot with extremely brisk movements and with appropriate physical exertion. Physicians argue that even in a state of psychosis the unconscious reactions of the autonomic nervous system are preserved and do not cease. They conclude from this that the person was not in a state of psychosis, but in a state of incapacity or loss of consciousness.

It should also be noted that there are no further noise recordings up to the aircraft impact, which indicates that there was no active intervention by the pilot in controlling the aircraft control.

It is not evident from the investigation file that this fact of increased respiratory rate has been officially investigated by medical and psychological experts. So the question remains: Was the person remaining in the cockpit indeed conscious during the final 10 minutes of the flight? If not, this would be another possible explanation for why he didn’t open the cockpit door. This should have been investigated as part of a full inquiry!

In an emergency, the cockpit door can be opened using a special three-digit code. This emergency code, exclusive to the respective airline, is known to all crew members and is entered into a keypad. The question arises: Why could the other pilot not open the cockpit door with the emergency code? Mr. van Beveren examined this question in his report.

https://andreas-lubitz.com/wp-content/uploads/2018/04/Gutachten-zum-Germanwings-Absturz-4U9525-S-61-120.pdf

He writes on page 98: “It was not discussed whether an investigation as to whether the keypad of the cockpit door on the day of the accident flight (or at any time in the past) had a defect. However, in the opinion of van Beveren, this is of fundamental importance, because shortly after the accident there were indications from Germanwings circles that this keypad had previously malfunctioned when trying to open the accidentally closed cockpit door while the aircraft was on the ground by entering the emergency code.”

Hence, the final question: Has the true state of consciousness of the pilot in the cockpit and the perfect functioning of the keypad really been determined?

L.G.

further posts:

What can we expect on the fifth anniversary?

What can we expect on the fifth anniversary?

Will new insights find their way into media coverage?

The fifth anniversary of the tragic and life-altering event of 24 March 2015 is coming up soon. It can be assumed that the media will publish reports regarding the catastrophe and the circumstances around it. The numerous reports of the past five years have nearly always included the following two key messages:

1. The co-pilot intentionally locked the cockpit door.
2.
The co-pilot was depressed at the time of the crash.

However, over these intervening five years these statements have become untenable. As our readers know, we have indicated this in various articles on this website and provided the corresponding evidence.

Regarding point 1 above, it has not been proven that the co-pilot deliberately locked the cockpit door. For unknown reasons, the door was not opened (see link below).

https://andreas-lubitz.com/en/2018/08/ “The deliberate lockout of the captain from the cockpit”

Regarding point 2, according to the investigative findings of the Düsseldorf public prosecutor the co-pilot did not suffer from depression at the time of the crash (see link below).

https://andreas-lubitz.com/en/2019/01/ ” Current developments – Renewed lawsuit by families’ lawyer”

The statement by the renowned journalist and author Ulrich Wickert is absolutely remarkable:
“80 percent of the reports on the 27-year-old have been proven to be false” (see link below).

https://andreas-lubitz.com/en/2019/02/

Nonetheless, the press representatives have repeated these unsubstantiated claims in their reports like a prayer wheel, without incorporating new and contradictory information. We can infer that behind these repeated falsehoods there lies the clear intention to sustain the publicized image of “The Depressed Co-pilot Who Locked the Cockpit Door.” If journalists were to investigate the cumulative findings and incorporate them into their reports, they then would necessarily have to address the question: Could the cause of the crash have been different?

Doubts about the official version were raised in December 2019, when reports were released that the victims’ cell phones were returned to the families but with audio and video data deleted.

Further questions immediately arise: “Is there something to hide? And if so, what?”

Let us hope that on the fifth anniversary journalists will educate themselves with the current available information and move from the established storyline to a degree of enlightenment, which will lead to the objective reporting we expect from responsible media. A “No Comment” response from authorities does not entitle them to maintain the established storyline unrestrictedly and uncritically.

L.U.

further post:

Christmas peace 2019?

Christmas peace 2019?

In an interview, a victim’s relatives comment on the deleted cell phone data

A few days before Christmas, the largest German tabloid did not shy away from reporting again on the Germanwings crash on March 24, 2015. A victim’s family from the former East Germany, who had lost their adult son in the crash, was ready to comment on the subject of “deleted cell phone data,” and offered the son’s cell phone, found at the crash site, available for examination. The NAND memory – on which all the data of a mobile phone, such as SMS histories, photos, videos, and phone records are located – was removed from the device and deleted, as confirmed by an IT expert. The tabloid report raised the question of who had manipulated the cell phone (as well as those of the other crash victims) – and why.

The British crisis agency Kenyon was commissioned by Lufthansa to hand over the cell phones to the relatives after they had previously received the devices from the French investigation authorities. In other words, the phones first went to French authorities, then to Kenyon, and only then to victims’ relatives. To be thorough, the tabloid requested an explanation from the French investigative authorities regarding the deletion of the phone memories, but the request remains unanswered.

In an attempt at an explanation, victim lawyer Elmar Giemulla speculated that the recorded events of the final moments on board might have been too disturbing for the bereaved families. He must therefore be assuming that photo or video recordings by passengers indeed existed.

Well, the fact is that the relatives have not been spared in any way. The Marseille public prosecutor’s office invited victims and their lawyers to Paris on June 11, 2015. There they were shown a simulation from the pilot’s cockpit perspective to the point of impact. This simulation is said to have been accompanied by the original audio recordings from the cockpit voice recorder. According to media reports, the demonstration was so shocking for the relatives that about one in four of the around 200 people left the room.

It is interesting to contrast the simulation scenario with the aforementioned explanation about shielding the families from shocking cell phone images.

In this context, it must be mentioned that the French authorities have never provided the original data or copies from the cockpit voice recorder and the flight data recorder to either the German Federal Bureau of Aircraft Accident Investigation (BFU) or the Düsseldorf public prosecutor’s office. Several inquiries from the Düsseldorf public prosecutor’s office to the French investigative authorities regarding the release of the cockpit voice recorder have remained unanswered each time.

We must twice ask the question: “Why?”

First: Why was the cell phone data irretrievably deleted?

Second: Why have the German investigation authorities never received the original recordings from the cockpit voice recorder and the flight data recorder?

Deleted cell phone data and missing original recordings – Why?

L.U.

 

further post:

How aware were the passengers on Germanwings flight 4U9525 of the impending crash?

How aware were the passengers on Germanwings flight 4U9525 of the impending crash?

Our reaction to the most recent press reports about the Essen lawsuit for higher pain and suffering compensation

Whether the letters from Lufthansa were a statement to the Essen district court or to the plaintiff survivors eludes our knowledge. The fact is that on 12 and 13 August 2019 there were extensive press releases by the leading media on this topic. The letter from Lufthansa suggests that the passengers were not aware of the eventual crash and thus would not have experienced any fear of dying. Instead, they claim that the passengers would have experienced the event as a normal descent.

Would Lufthansa have us believe that during the captain’s alleged absence from the cockpit he would have interpreted such a descent in same way? After all, this absence took five minutes until the first six knocking sounds recorded by the cockpit voice recorder (from 09.30 to 09.35, according to the BEA report).

It is not proven and so is only assumed that the captain had gone the toilet, and it is also not proven that it was he who knocked on the cockpit door (it might well have been a flight attendant), since there are no video recordings from in front of the cockpit door.

Or maybe?

Another scenario: The Germanwings aircraft had no visual barrier (i.e., a curtain) blocking the view of the area immediately in front of the cockpit door. Thus, passengers would have easily witnessed what was occurring at the cockpit door. Then one would suspect that at least some passengers would have made pictures or videos of the events with mobile phones or cameras. In this case, there would be documented evidence of what was happening in the aircraft and, combined with the descent, passengers would likely have guessed and feared an impending crash and their deaths.

According to the information provided by victims’ lawyers, these devices were returned to the relatives with all images deleted, thus removing possibly critical evidence …

Now, in the autumn of 2019, a hearing will be held before the district court of Essen concerning the claims for compensation of the survivors. The payment amount should be based on the suffering of the passengers in the last few minutes before the fatal crash of the Germanwings aircraft.

In order to reach a fair judgment, the judges of the district court of Essen would actually have to demand and review the cockpit voice recorder as necessary evidence, but even more vital would be the images and video recordings from the mobile devices and cameras, provided they are available from the investigating authorities.

Pain and suffering compensation – an elastic term. Does money cure pain at all?

What role does the amount play?…

L.U.

 

further posts:

With regard to the Frontal 21 television report on 18 June 2019

With regard to the Frontal 21 television report on 18 June 2019

Between claims and reality

A Frontal 21 television report on 18 June reported on the Germanwings crash. According to its own statement, Frontal 21 claims to uncover grievances, stimulate discussions and “get to the bottom of” certain topics. But the broadcast on Germanwings demonstrated precisely the opposite: The themes were poorly researched and many statements wrong, as the examples below show.

Cockpit door locked from the inside https://andreas-lubitz.com/en/2018/08/

In the broadcast the following statement is made: “Andreas Lubitz sat alone for several minutes in the cockpit, had locked the door from the inside, locking out the flight captain”.

As we have already shown in our August 2018 article (see above link), it is verifiably established that the cockpit door was not locked from inside. It is noteworthy, however, that despite having the emergency access code crew members could not open the cockpit door. If for some reason the door is not manually unlocked from the inside, the cockpit can be opened by entering the correct code on the keypad. Mr van Beveren, who prepared an expert report on the Germanwings crash (on our behalf), had learned that shortly after the accident, hints from Germanwings insiders indicated that this keypad had already malfunctioned in an earlier incident: On the ground, the cockpit door was accidentally shut and automatically locked but could not be opened using the keypad. This is an important clue that you, Frontal 21, should have investigated.

Depression https://andreas-lubitz.com/en/2019/01/

Also, the programme says: “At first glance, Andreas Lubitz appears sporty and fit, but suffered from depression and sleep and anxiety disorders”. At the time of the crash Andreas did not suffer from depression, as prosecutor Kumpa concluded (see above link).

The closing note of the Düsseldorf prosecutor states: “On the one hand, according to the results of the investigation, there are no indications that Andreas Lubitz was mentally ill when he was hired as a flight attendant and later as a pilot at Germanwings.” And further, it was determined: “None of the treating physicians in 2014/2015 — be they psychiatric specialists or other doctors – diagnosed depression with Andreas Lubitz at that time. In addition, no physician or therapist detected suicidal thoughts or were any reported by the patient. There was also no evidence of atypical aggressive behavior.”

Andreas Lubitz did not suffer from depression at the time of the crash.

Indeed, Andreas was treated from November 2008 to April 2009 for depression, seven years before the crash, and had reported this to his employer (i.e., Lufthansa). After recovering in 2009, he was invited by the flight school to continue his training, and completed it successfully. In all broadcasts so far the question is always raised about how someone with such an illness could be allowed into the cockpit. Unsurprisingly, it is brought up again by a family member in the Frontal 21 programme.

It should be said once again that Andreas had completely recovered in 2009, otherwise he would not have been able to start his training again. And let us add that as parents we would not have allowed our child to continue flying and perhaps sacrifice him as a consequence.

We have tried to explain the possible cause of his eye problem 2014/2015 in an article from October 2017 (see link above). https://andreas-lubitz.com/en/2017/10/

As it can directly affect every passenger, should not the civil aviation topic described there be given more public attention?

Final remarks

The Frontal 21 broadcast talks about so-called “inevitable consequences”.

It is stated that the four-eyes principle (i.e., always at least two people in the cockpit) was introduced in 2015, but as the policy went almost completely unnoticed by the flying public it was abolished two years later. Furthermore, in their final report the French investigators demand clear rules for doctors as to whether and when it is necessary to overrule “physician/patient confidentiality” without them having to fear legal consequences. Lawyer Ulrich von Jeinsen, who represents relatives, criticizes the fact that this has not happened so far. Obviously, the responsible authorities do not see any need for action and consider such new measures (also demanded by the relatives) to be unproductive. Well, perhaps a suitable measure would be to search again elsewhere for the real reasons for the crash.

All in all, this contribution by Frontal 21 was poorly researched, just a renewed rewarming of previously communicated content, and thus completely superfluous.

L.U.

further posts:

Comprehensive investigations of the crash cause?

Comprehensive investigations of the crash cause?

How quickly could the cause of the crash truly be determined?

On March 24 2015 a 24-year-old Germanwings Airbus A320-200, registration D-AIPX, crashed in the French Alps during the scheduled flight from Barcelona to Duesseldorf with 150 people on board. The “official” time data places the crash at 10:41. All 150 people were killed and the plane was completely destroyed.

Action forces from various French authorities and organisations were brought to the crash site the same day and began recovering human remains and searching for the cockpit voice recorder (CVR) and flight data recorder (FDR). In the early evening of March 24 2015 the cockpit voice recorder was found and recovered. The following day, March 25, the cockpit voice recorder was transported to Paris for evaluation and was downloaded and replayed for the first time. In contrast, the flight data recorder was only found nine days after the crash, on April 2, and was evaluated over the subsequent weeks. Up to this point these were the officially communicated facts.

Aircraft accident investigations are an extremely complex process and meticulously investigated for all possible causes of crashes. For this purpose, expert teams extensively and intensively examine the cockpit voice recorder and flight data recorder, among many other factors. Through a process of elimination the probable cause is eventually identified, but then verified with further focussed investigations. Only then will the cause of the crash be communicated by the investigating authority. Experience with all previous civil aviation crashes tells us that this process requires several months, if not years.

Two days after the crash, on March 26, after only a necessarily superficial evaluation of the cockpit voice recorder and no flight data recorder, the French prosecutor, Brice Robin, announced that he assumed that Andreas Lubitz had started a controlled descent about two minutes after reaching the cruising altitude and had caused the plane to crash.The captain, according to investigators’ claims, had previously left the cockpit. Therefore, Robin concluded, it is most likely that Lubitz intentionally flown the plane into the mountain to destroy it. This statement was made after a first superficial evaluation of the voice recorder and withoutthe flight data recorder, which should have precluded such a conclusion.

Question: Why would Robin do this?

In the following months, further investigations were carried out in France and Germany. In retrospect, however, the conclusions arrived at by these investigations appear to be biased in favour of the initial pronouncement and were supported by added assertions.

The question remains unanswered: Were all possible crash scenarios exhaustively examined and could alternative causes really be 100% excluded?

L. U.

 

further posts:

The commercial exploitation of human suffering

The commercial exploitation of human suffering

Tanja May’s emotional marketing of suffering

The crash of the Germanwings plane on March 24, 2015 in the French Alps has brought unspeakable suffering to many families. This stroke of fate was and remains hard to bear for all involved. This often pushes people to their psychological limits, and for many people it raises the question of the meaning of life.

Unfortunately, two professions manipulate this grief for financial gain: journalists and victims’ lawyers. Among them there are special representatives who, even years after the tragic event, attempt to continue profiting from it. In previous articles we have already reported on the “usefulness” of the legal actions of a certain victims’ lawyer.

For the fourth anniversary of the Germanwings crash, Tanja May recently published an article in BUNTE magazine, which, of course, followed a proven formula.

To be clear, this article was never about reporting any latest developments or news, but rather it was only for the purpose of selling emotions, and magazines, to people. Of course, this is Tanja May’s job, and it is typical of what we have come to expect from BUNTE. Truthfulness plays only a minor role, and it does not matter whether anyone’s feelings are offended or if some are exposed to personal risk.

Tanja May has ignored existing legislation by publishing a voyeuristic photo because it helps make her story more graphic, thus encouraging an emotional response. Within her text she repeatedly employs several keywords meant to trigger an emotional reaction in the reader: grief, tears, anger, horror, heart, soul, unimaginable event, conspiracy theories, etc. And a photo of a suffering relative gives a face to the story. The reader learns nothing new from the article. But for one exception: that there is a website for Andreas. It is interesting that Ms May makes note of this in her article, but dismisses the website as nothing more than “dubious expert reports and conspiracy theories”.

In fact, our website’s many articles offer quite interesting facts with supporting evidence and documentation, about which she could have reported. Instead, she perpetuates the established image “carved in stone” and maintains without question the “official crash scenario”, cynically disregarding the burden on our family. Yes, the article has hurt us again, but the wounds do not bleed so much as in previous years.

L.U.

 

further posts:

„80 percent of the reports on the 27-year-old have been proven to be false“ (1)

Prayer of comfort – Psalm 23

For you, for all readers of this web page:

We still need and seek comfort, which helps us deal with our loss. The following is a possibility, as it makes sadness and comfort perceptible for anyone who reads it.

Prayer of comfort – Psalm 23

And so I pray, The Lord is my shepherd, yet I feel so miserable and abandoned.

And I continue to pray, I shall not want; and I know: This individual, Andreas, I will miss. Nobody can replace his love, and I will miss him all my life. And I continue to pray, He makes me lie down in green pastures; he leads me beside quiet waters. And I think to myself, if God is planning a future for me, I do not yet see it. But if one day I might breathe again with relief, I thank him. So I continue, He restores my soul. He guides me in paths of righteousness for his name’s sake. And I think that in my grief I am tested, but I wonder: For whom is this sadness? Do you cry because you have lost someone, or do you cry because that someone lost his life? But has he?

And in my questions, I pray, Even though I walk through the valley of the shadow of death, and grief is such a valley, I will fear no evil; and I will not be ashamed of my feelings – for you are with me; even if my way leads to the cemetery and my home has become emptier.

Your rod and your staff, they comfort me. And I pray with new certainty, You prepare a table before me, I then think of the next meal – where a place will be empty – and my prayer continues, in the presence of my enemies; my grief has taught me how unimportant and groundless my hostilities are, so I thank this grief that frees me from existing enmities.

You anoint my head with oil, my cup overflows. Yes you, Lord, transform my pain into maturity. Surely goodness and mercy will follow me all the days of my life; You, Lord, accompany my life wherever it leads. …and I will dwell in the house of the Lord for ever.

I have my home with you.

Amen

L. U.

“80 percent of the reports on the 27-year-old have been proven to be false” (1)

A striking statement by Ulrich Wickert on the press coverage of Andreas Lubitz

That 80 percent of the reporting concerning the 27-year-old Andreas Lubitz has been proven to be wrong is not a statement by the Lubitz family, but by Ulrich Wickert, one of the most renowned and most competent journalists in Germany. At a speech in Dillingen he warned that the publishing of rumors for the purpose of entertainment has nothing to do with the proper obligations of the press. He also said: “Given the fast pace and tough competition, many media often do not take the time to verify the truth of the information”.(1)

The following reports, which were continuously repeated by the press, are clear examples of false stories about Andreas Lubitz. It has been said countless times that he had locked the captain out of the cockpit. This is demonstrably wrong. Based on the transcript of the cockpit voice recorder protocol this was proven to be false. See the contribution under:

https://andreas-lubitz.com/en/2018/08/17/the-deliberate-lockout-of-the-captain-from-the-cockpit/

Furthermore, countless press reports have claimed that Andreas Lubitz suffered from depression in 2014/2015. In a press conference in March 2017 Günter Lubitz(2) explicitly pointed out what the Düsseldorf prosecutor Kumpa confirmed in his final statement of December 2016:

“None of the treating physicians in 2014/2015 — be they psychiatric specialists or other doctors – diagnosed depression with Andreas Lubitz at that time. In addition, no physician or therapist detected suicidal thoughts or were any reported by the patient. There was also no evidence of atypical aggressive behavior.”

Nevertheless, the press did not acknowledge this statement from the Lubitz press conference and continued to report falsely about the depressive copilot. We acknowledge how, given the fast pace of our times, many media often do not take the time to review and then update the truth of their content, which would introduce fresh insights that could lead to alternative  viewpoints and, consequently, raise new questions.

A prime example of cumulative journalistic incompetence, coupled with a culture of dilettantism, is the case of BILD editor-in-chief Julian Reichelt and BILD editor John Puthenpurackal who published stories of an alleged affair between ex-girlfriend Maria W. and Andreas Lubitz. See also the contribution under:

https://andreas-lubitz.com/en/2017/09/04/maria-w-the-ex-girlfriend-who-never-existed/

The FOCUS then asked: “Quarrel over alleged Lubitz lover: Was the “BILD” eagerly duped by an imposter?”(3) This example illustrates even more strikingly how sensational information goes unverified and is readily disseminated in order to increase circulation. One can begin to comprehend Ulrich Wickert’s statement that 80 percent of the reports about Andreas Lubitz were proven to be wrong!

L.U.

 

(1)https://www.augsburger-allgemeine.de/dillingen/Angenehmer-Abend-mit-Ulrich-Wickert-id44337116.html

(2)https://andreas-lubitz.com/wp-content/uploads/2017/05/2017.03.24_Introductory-comments-Lubitz.pdf

(3)https://www.focus.de/panorama/welt/bericht-naehrt-neue-zweifel-an-glaubwuerdigkeit-streit-um-angebliche-lubitz-geliebte-sass-die-bild-einer-hochstaplerin-auf_id_7261914.html

further posts:

Current developments – Renewed lawsuit by family’s lawyer

Current developments – Renewed lawsuit by family’s lawyer

Giemulla provides the German Press Agency (dpa) with “news” about an expanded lawsuit in which he argues with false facts

So it starts again! The driving force is once again the family lawyer Giemulla. Under the pressure of the statute of limitations, this reworked lawsuit has recently been filed. This information submitted to dpa would ensure a wide distribution in the media landscape. Is this the way to put to rest this tragic story? Why would one do something like this, and what does one want to achieve?

Perhaps one wants to exert further pressure on Lufthansa in order to collect even greater compensation payments. One hopes for a bombshell story in the media which would increase this pressure on the airline, which may then be more willing to pay so that its name can again disappear from the negative headlines.

From the words of attorney Giemulla one can see that it is a lawsuit brought by 200 relatives of 49 victims and demands more than double what was originally paid by Lufthansa. 200 relatives of 49 victims is an average of four relatives per victim! He argues that the suit is not only about money, but is also about clarification about where the airline failed. But it is difficult to believe that. Incidentally, the fact that the general public shares this disbelief is confirmed by the articles’ comments sections. Furthermore, the articles and comments were published only by regional newspapers or broadcasters – not by the leading media.

So far, we have always been very reserved in our choice of words, but today we would like to make it clear: Attorney Giemulla sticks to his lies and changes his narrative at the expense of our son. It is simply not true that Andreas was able to finish his flight training only with a special permit. (About this we have already written in detail in our article of September 2017, which can be read in the archive.)

Why would a lawyer employ such methods? Or in other words, is it Giemulla’s intention to constantly renew and sustain the image of the mentally ill copilot and, if so, why, and on whose behalf and in whose interest? Of course, he is also under pressure, because another attorney obtained larger payments for his clients on the condition that the charges against the Lufthansa Group were dropped.

https://www.stern.de/panorama/klageerweiterung-germanwings-absturz–angehoerige-wollen-mehr-schmerzensgeld-8520070.html

According to the cited STERN article: “Giemulla demands an inspection of the flight school records. He also wants to personally interview witnesses in the US in order to prove negligence. The overall concern of the bereaved was in addition to the monetary compensation, and that this would come through clarification. “At what point in the global corporation did the mentally ill copilot slip through the control network?” the lawyer asked”.

With this statement Giemulla once again claims, as he did in 2017, that our son belongs to the permanently mentally ill. This is absolutely contrary to all the investigation results. The following is from the closing statement of the Düsseldorf prosecutor, Kumpa:

“On the one hand, according to the results of the investigation, there are no indications that Andreas Lubitz was mentally ill when he was hired as a flight attendant and later as a pilot at Germanwings.”

And further it is stated:

Later he added: “None of the treating physicians in 2014/2015 — be they psychiatric specialists or other doctors — diagnosed depression with Andreas Lubitz at that time. In addition, no physician or therapist detected suicidal thoughts or were any reported by the patient. There was also no evidence of atypical aggressive behavior.”

And then there is the question: In the course of his work as a lawyer, is Giemulla entitled to demand access to files from the flight school or to hear witnesses? Is not that the job of prosecutors or judges? And this is quite apart from the fact that witness hearings were already carried out by the US authorities and are part of the investigation file. Should he be entitled to do so? If so, then he will hear nothing negative or distressing from anybody in the US. Regarding this we are absolutely confident, as no abnormalities or omissions would be found. The time in Arizona is the highlight of the training for all Lufthansa pilots. That’s what it was for our son. And Andreas was the first to finish this part of his training and with good results, without any special permission.

Provided that Giemulla performed a thorough study of the files, he would have to be aware of these facts, but this is seriously doubtful in view of his false claims.

If the public finally understood that the story of “the mentally ill copilot” was never true, then we would be left without a plausible explanation.

And then victims, relatives, lawyers, the investigating authorities, the public, etc., would begin asking questions about the real cause of the crash and must then consider alternative scenarios.

L.U.