Lubitz left all radio calls from air traffic control and the military unanswered, breathing calmly until the final crash.
The teams only met in the middle after a week, after which a total of three identification teams began work on site in mobile laboratories. DNA samples from body parts were compared with samples from relatives of the victims. Another group of experts took fingerprints from the found hands, said Agostini about his team’s approach. The third group was responsible for examining the teeth and compared this information with the records of the respective dentists. “After two months we had all the information together,” said Agostini according to Deutschlandfunk. From this point on it was possible to assign the body parts to the individual passengers. “On average there were around 20 body parts in each coffin”, quoted the “Deutschlandfunk” Agostini further. But not all body parts could be assigned.
They were buried in a common grave near the site of the accident. The forensic medical examination has now been fully completed. The experts were able to identify all 150 inmates, said Agostini. Rapid identification of the victims is not only important for the public prosecutor, but also for the bereaved and their coping with grief. Source: ntv.de, dsi “On March 24, 2015, a fully occupied Germanwings Airbus crashes in the Alps. None of the 150 Inmates survived the disaster, most of the victims came from Germany – including 16 schoolchildren from Haltern am See. Under flight number 4U9525, the plane took off on Tuesday morning from Barcelona for Düsseldorf, where it never arrived. What initially seems hard to imagine is becoming A few days after the disaster, terrible certainty: The Germanwings plane was deliberately crashed by the 27-year-old co-pilot Andreas Lubitz. Investigators led by public prosecutor Brice Robin work hard after the crash and share their findings with the public.
A technical fault in the more than 24-year-old jet is quickly ruled out. Even after the first evaluation of the flight recorder, Robin clearly names Lubitz as the perpetrator who tore 149 other people to their deaths. The first officer had previously excluded his captain from the cockpit and then calmly initiated the dive. According to the investigations, he had already tried the fatal descent briefly on the outbound flight. Lubitz left all radio calls from air traffic control and the military unanswered, breathing calmly until the final crash. On June 11, public prosecutor Robin described the co-pilot Lubitz as “absolutely flightless”.
According to the final report, traces of the antidepressants citalopram and mirtazapine as well as the sleeping pill zopiclone were found in Lubitz’s blood. According to the report, a doctor recommended that Lubitz be treated at a psychiatric clinic two weeks before the crash, suggesting that Lubitz had symptoms consistent with a December 2014 depressive episode.https://123helpme.me/biology-essay-writing-service/ In the months that followed, Lubitz went to several doctors about this, according to the report. During the time of the death flight, he was on sick leave and thus unable to fly without Lubitz having informed his employer Even after weeks of the hardest clean-up work in the high mountains, only about half of the 6000 body parts found can be assigned to the 150 dead. For the rest, a …… The memorial in Le Vernet is on the outskirts of the village: a cemetery tombstone with an inscription and a green hedge. The inhabitants of the small village now pay more attention to strangers who come here. “We are closest to the crash site, where people lost their loved ones,” says Jean-Marcel. The French village of Prads-Haute-Bléone, with 195 inhabitants, would also like to give mourning courage and a place for feelings. Here you can see Mayor Bernard Bartolini. The mountain slope on which the machine shattered into many small pieces is closer to Le Vernet. But officially it belongs to Prads. The French artist Eric Klein created the memorial from the more than three-meter-long metal rods at an altitude of around 1,500 meters, which hit each other in the wind.
The noise can be heard from far away, and the crash site itself is behind the next knoll. It is a quiet, empty place. In the small town of North Rhine-Westphalia, families and friends mourn the loss of 16 students and two teachers who did not come back alive from a happy Spanish exchange. “We think of you. We wish you strength. We will be them Don’t forget the dead “- the self-made posters in the mourning room of the Joseph-König-Gymnasium in Haltern show the deep pain that continues to this day. The names of the dead students are on a memorial plaque in the schoolyard. With the disaster, the small town will be for a long time not finished. “I wish the parents that they find the peace they need to deal with this unbelievable grief and pain. That they find a way for themselves that makes it all more bearable,” says Mayor Bodo Klimpel. “For the city, I hope that we will be spared such accidents in the future.” Germanwings and its parent company Lufthansa have had to be asked a lot of uncomfortable questions since the crash and are also the official subject of criminal investigations by French investigating magistrates need to know about the psychological problems of Lubitz, who had to interrupt his pilot training at Lufthansa in 2009 because of depressive disorders? After the endurance test before admission to the Bremen Commercial Aviation School, Lufthansa pilots are hardly checked for their mental stability anymore. While physical fitness is regularly examined, the psyche only plays a minor role in discussions with the aviation doctors. The European Commission has also long criticized the fact that in Germany data on possible illnesses of pilots are only sent to the Federal Aviation Office in encrypted form be forwarded and not with the real names of the pilots.
There are also stricter medical checks in other countries. As a consequence of the Germanwings disaster, the French investigation authority BEA is calling for routine checks in the event of pilot failures and clear rules for medical confidentiality. Specifically, some things have already changed at Europe’s largest aviation group, for example After initial hesitation, the four-eyes principle that is common in the USA was also adopted for the cockpit: a flight attendant has to come into the cockpit before one of the pilots is allowed to leave it. The technology of the doors, which effectively prevent opening against the will of the pilot, is adhered to. In accordance with its crisis manual, Lufthansa paid immediate financial aid of initially 50,000 euros per victim and offered a further 25,000. However, the airline denies any joint responsibility in the Lubitz case of yourself. It is possible that the group wants to prevent it from looking bad legally in the pending compensation litigation. Lawyers from Germany, Spain and the USA are negotiating the payments.
Experts reckon with an average of seven-figure sums for each affected family in the end. The hope remains that Lufthansa – and all the other airlines – have already thoroughly checked the aero-medical procedures themselves and changed them without much ado. (sba / dsi) “” Pilots are now allowed to fly alone again, for example when their colleague has to go to the toilet. (Photo: picture alliance / Caroline Seid) The mentally ill co-pilot Andreas Lubitz crashes an airplane and becomes a mass murderer . Since then, airlines have banned their pilots from sitting alone in the cockpit. After two years, this measure will be lifted: it is ineffective. Two years after the Germanwings disaster, the major German airlines are withdrawing a security requirement introduced after the crash. Accordingly, a pilot may be alone in the cockpit again from June at the latest. “The evaluation has shown that the two-person rule does not bring any safety gains,” the Federal Association of the German Aviation Industry (BDL) justified the decision in Berlin.
Rather, opening the cockpit more frequently would create additional risks that unauthorized persons could enter. The airlines assure, however, that doctors will pay more attention to psychological and psychiatric aspects when examining pilots. They also promise stable employment, access to occupational disability insurance, psychological counseling programs and more intensive employee care. According to the investigation, the mentally ill co-pilot Andreas Lubitz had deliberately crashed the Germanwings plane in the French Alps in March 2015.
150 people died. The authorities assume that the co-pilot had blocked the flight captain from the cockpit, and the airlines introduced the two-person rule as an immediate measure. However, evaluations by the BDL have shown “that the risk of an attack from outside through terrorist or criminal acts must still be rated higher”. Since 1931 there have only been about four comparable suicides, two of which were in which the perpetrator was alone in the cockpit has been. In contrast, there are 1074 kidnappings. In order to comply with the two-person rule, the cockpit door will be opened more frequently and more predictably.
The number of those who are allowed to enter the flight cockpit is also growing, with unions of pilots and flight attendants doubting the benefits of the regulation early on. It is based on a recommendation by the European Aviation Safety Agency, which has since been relaxed. The BDL announced that the new safety regulation will be reported to the Federal Aviation Office and implemented by June 1 at the latest. Source: ntv.de, shu / dpa “Günter Lubitz wants justice for his son. (Photo: REUTERS) Andreas Lubitz is for the World of the man who wanted to die himself and who killed 149 people with him – a mass murderer. His family does not believe this and has the investigation files searched for inconsistencies. The day of the crash, of all things, is chosen by the family of Andreas Lubitz, the co-pilot of the Germanwings Machine, for a press conference. Numerous relatives of the dead spend the day at the crash site in the French Alps.
At the point where the machine finally crashed two years ago, after investigators believed Lubitz had locked the pilot out of the cockpit and initiated a targeted descent. For them, Andreas Lubitz is the man who has loved ones on his conscience. But the Lubitz family sees it differently: They count themselves among the victims of the Germanwings catastrophe, which on this day has just as much reason to mourn as everyone else. Perhaps it’s human to feel that way when you’ve lost a son who is now considered a mass murderer for the whole world. On this morning in Berlin, Andreas Lubitz’s father, Günter Lubitz, sits on the podium.
Father and son were at least outwardly similar. Lubitz senior is aware that this appointment will be resented him. He has prepared a statement in which he stressed that he did not choose the date “in order to hurt the other relatives”.
He was sure, no matter which day he had chosen, the reaction would always have been the same. The co-pilot’s family has experienced a lot of rejection, insults and harassment over the past two years. It didn’t make her grief easier. After two years, the desire to be heard is overwhelming. Lubitz speaks of a “special grief” of the family for their son and brother Andreas Lubitz, because they not only had to cope with the loss, but also the fact that he was “solely responsible and is named “.
His son was treated for depression in 2008 and 2009, six years before the Germanwings plane crashed, as the father emphasizes. Then he found his “original strength and zest for life” and completed his initially interrupted pilot training with very good results. In March 2015, Andreas Lubitz was a “life-affirming and responsible person”.
He was worried about his eyes, so he visited several doctors. But: “He wasn’t depressed.” Sentences like this one with which the co-pilot’s father finally wants to be heard. Andreas Lubitz was 27 years old when he died, lived his own life and did not share every sick note with his parents. He had a partner and the thought of having a child came up.
People with depression do not necessarily act in a logical or understandable way. At this point, Lubitz’s father seems like someone who has difficulty facing reality – he knows that too and passes it on to Tim van Beveren. The family asked the specialist journalist for technology and aviation to look at the investigation documents. Andreas Lubitz’s colleagues recommended him, says Günter Lubitz.
After the crash of a Birgenair plane in 1996, Van Beveren had proved complicit in the aircraft manufacturer Boeing as an expert. Previously, the pilot was considered solely to blame. It could also have played a role that the aviation journalist cautiously expressed astonishment after the Germanwings crash, because two days later there was a determination of the course of the accident.
Money has flowed for van Beveren’s work – how much, neither Lubitz nor the aviation expert want to say. Above the preliminary report that van Beveren is now presenting after eight months of work, there is a question: What if it was different? The following is a list of details that are not always easy to follow for non-aviation enthusiasts. Could the Airbus airworthiness certificate be invalid because data changes made to it were not allowed? How could the flight data recorder record two modes at the same time, which according to the aircraft manufacturer are mutually exclusive?
Was the keypad for opening the cockpit door possibly defective? Is the weather really not relevant to the crash? Why were no human factor experts involved in the investigation when the investigation evidently focused on the human factor Andreas Lubitz?
Was the co-pilot conscious up to the impact? Anyone who expected conspiracy theories or even a counter-scenario, what happened on 24.