silkair, bros.

(http://www.autoadmit.com/thread.php?thread_id=2838807&forum_id=2#27554740)

Could be that one pilot leaves, gets locked out, remaining pilot has medical emergency, boom.

(http://www.autoadmit.com/thread.php?thread_id=2838807&forum_id=2#27554796)

i am not saying either were terrorists. they were mentally ill people who never should have been flying planes.

(http://www.autoadmit.com/thread.php?thread_id=2838807&forum_id=2#27555035)

i agree, we aren't dealing with rational actors here. a possible motivation was to hide evidence of his crime (to preserve his name).

ACARS was disabled before their final transmission. this is not consistent with power interruption. try again.

(http://www.autoadmit.com/thread.php?thread_id=2838807&forum_id=2#27555081)

http://www.flyertalk.com/forum/lufthansa-austrian-swiss-brussels-lot-other-partners-miles-more/1665786-germanwings-4u-9525-a320-alpine-plane-crash-24-mar-2015-a-29.html

(http://www.autoadmit.com/thread.php?thread_id=2838807&forum_id=2#27554804)

so which one of you posted this

(http://www.autoadmit.com/thread.php?thread_id=2838807&forum_id=2#27555225)

http://www.tailstrike.com/311099.pdf

(http://www.autoadmit.com/thread.php?thread_id=2838807&forum_id=2#27555124)

Again Habashi shouted, "What's happening?" By then he must have reached the left control yoke. The negative gs ended as he countered the pitch-over, slowing the rate at which the nose was dropping. But the 767 was still angled down steeply, 40 degrees below the horizon, and it was accelerating. The rate of descent hit 39,000 feet a minute.

"What's happening, Gameel? What's happening?"

Habashi was clearly pulling very hard on his control yoke, trying desperately to raise the nose. Even so, thirty seconds into the dive, at 22,200 feet, the airplane hit the speed of sound, at which it was certainly not meant to fly. Many things happened in quick succession in the cockpit. Batouti reached over and shut off the fuel, killing both engines. Habashi screamed, "What is this? What is this? Did you shut the engines?" The throttles were pushed full forward—for no obvious reason, since the engines were dead. The speed-brake handle was then pulled, deploying drag devices on the wings.

At the same time, there was an unusual occurrence back at the tail: the right-side and left-side elevators, which normally move together to control the airplane's pitch, began to "split," or move in opposite directions. Specifically: the elevator on the right remained down, while the left-side elevator moved up to a healthy recovery position. That this could happen at all was the result of a design feature meant to allow either pilot to overpower a mechanical jam and control the airplane with only one elevator. The details are complex, but the essence in this case seemed to be that the right elevator was being pushed down by Batouti while the left elevator was being pulled up by the captain. The NTSB concluded that a "force fight" had broken out in the cockpit.

Words were failing Habashi. He yelled, "Get away in the engines!" And then, incredulously, "... shut the engines!"

Batouti said calmly, "It's shut."

Habashi did not have time to make sense of the happenings. He probably did not have time to get into his seat and slide it forward. He must have been standing in the cockpit, leaning over the seatback and hauling on the controls. The commotion was horrendous. He was reacting instinctively as a pilot, yelling, "Pull!" and then, "Pull with me! Pull with me! Pull with me!"

It was the last instant captured by the on-board flight recorders. The elevators were split, with the one on the right side, Batouti's side, still pushed into a nose-down position. The ailerons on both wings had assumed a strange upswept position, normally never seen on an airplane. The 767 was at 16,416 feet, doing 527 miles an hour, and pulling a moderately heavy 2.4 gs, indicating that the nose, though still below the horizon, was rising fast, and that Habashi's efforts on the left side were having an effect. A belated recovery was under way. At that point, because the engines had been cut, all nonessential electrical devices were lost, blacking out not only the recorders, which rely on primary power, but also most of the instrument displays and lights. The pilots were left to the darkness of the sky, whether to work together or to fight. I've often wondered what happened between those two men during the 114 seconds that remained of their lives. We'll never know. Radar reconstruction showed that the 767 recovered from the dive at 16,000 feet and, like a great wounded glider, soared steeply back to 24,000 feet, turned to the southeast while beginning to break apart, and shed its useless left engine and some of its skin before giving up for good and diving to its death at high speed.

sounds like a real peak experience.

(http://www.autoadmit.com/thread.php?thread_id=2838807&forum_id=2#27555171)

There are reports Al-Batouti was a promiscuous man who reportedly often made sexual advances towards maids working at his hotel residence.

What was his moniker?

(http://www.autoadmit.com/thread.php?thread_id=2838807&forum_id=2#27555181)

http://www.airliners.net/aviation-forums/general_aviation/

AVHerald for non-CNN-sensationalized news:

http://avherald.com/

(http://www.autoadmit.com/thread.php?thread_id=2838807&forum_id=2#27555192)

Pilots for Fedex and UPS make $$

(http://www.autoadmit.com/thread.php?thread_id=2838807&forum_id=2#27558718)

I was shitting bricks at 35k feet hoping this dude wasn't contemplating exactly this scenario.

(http://www.autoadmit.com/thread.php?thread_id=2838807&forum_id=2#27555713)