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Remote control aircraft { October 30 2002 }
>
>--- Dick Eastman <eastman@bentonrea.com wrote:
>
>Date: Thu, 31 Oct 2002 00:19:09 -0800
>Subject: [Aftermath] Wellstone murder: Remote
>control takover and simultaneous radio blackout --
>like several others
>
>Received from Will Holmgren:
>
>Wellstone Plane Was Out Of Control - Media Survey
>Wednesday, 30 October 2002, 11:06 am
>Article: Rick Ensminger
>
>The following is a summary of the facts available at
>this time via the media, surrounding Senator Paul
>Wellstone's airplane crash of 10-25-02. Judge for
>yourself, was this more likely an assassination or
>an accident?
>
>***************
>From the 10-27-02 Sunday edition of the St.Paul
>Pioneer Press:
>
>"They were no longer in control of the aircraft."
>said Don Sipola, a former president of the Eveleth
>Virginia Municipal Airport Commission, who has 25 years of
>experience flying at the airport. "That will be the
>$64 question---what occurred in the last few minutes
>that distracted them or caused them to wrestle
>control of the aircraft."
>
>"Something caused them at low altitude to veer off
>course," Sipola said.
>
>The angle of descent also indicates an out of
>control flight, Sipola said. The normal approach for the
>aircraft is a descent of 3 degrees, he said. But
>Siploa said the NTSB investigators told him Saturday
>that the plane was descending at 30 degrees.
>
>"This was a real steep bank, not a nice, gentle
>don't-spill-the-coffee descent," Siploa said. This
>is more like a space shuttle coming down. This was not
>a controlled descent into the ground."
>
>
>***************
>From the Minneapolis Star Tribune 10-26-02:
>
>The state of Minnesota operates two King Air 100's.
>Jesse Ventura uses the planes.
>
>Tom Kirton, an associate professor at Embry-Riddle
>Aeronautical University in Daytona Beach, Fl. said
>he flew a similar King Air model for five years as a
>corporate pilot before joining the school, which
>also has one. "The King Air is the finest airplane I have
>ever flown," he said. "The engines were totally
>reliable."
>
>"Performance on take off and landing was suberb. I
>mean, its got power to spare," Kirton said. "You
>take off and lose an engine, most folks could bring it
>down very, very easily on one engine and land a perfectly
>normal landing."
>
>Jeff Johnson, an associate professor in the aviation
>program at St.Cloud State University, said he has
>flown about 500 hours in King Air 100's as a private
>pilot. He said the planes are forgiving, stable and
>reliable.
>
>Johnson noted the King Air 100 has a flexible,
>boot-like device on the leading edges of the wings
>that the pilot can make "expand like a balloon to
>break ice off."
>
>He said he was told that only one pilot is required
>to fly the plane, two were hired because a Senator was
>on board.
>
>The pilots of Wellstone's plane... Conry had nearly
>5200 hours of flying time and the highest
>certification a pilot can attain, his company said.
>Guess had 650 hours and was certified as a
>commercial pilot; he graduated from UND's aeronautics program.
>
>The weather at the Eveleth airport was a mix of mist
>and light snow at the time of the crash.
>
>Greg Spoden, assistant state climatologist said that
>at the Eveleth airport visibility was about 3 miles
>at the time of the crash.
>
>End of Star Tribune article.
>
>
>***************
>As CNNFirst Reported: Breaking News.
>
>The crews on the ground found two large sections of
>plane. The tail section was intact. The weather did
>not have anything to do with the crash, said the on
>the scene reporter.
>
>Wolf Blitzer tried to correct her.
>
>He said, "The plane was flying into the storm of
>freezing rain, right?"
>
>There is no evidence that weather had anything to do
>with the crash.
>
>The on-the-scene reporter stuck to her guns.
>
>
>***************
>From the 10-29-02 Minneapolis Star Tribune:
>
>However, the team was able to make this significant
>discovery: the plane's landing flaps, which allow a
>slower and steeper approach to a runway, were
>extended 15 degrees on EACH wing.
>
>This information tends to discount the possibility,
>discussed by some local pilots, that one flap may
>have malfunctioned, putting them in different
>"asymmetric" positions and causing the plane to slowly turn 90
>degrees from its westward approach to the runway in
>the moments before the crash.
>
>According to Executive Aviation, which operated the
>plane, Capt. Richard Conry flew his second-to-last
>flight Thursday, to Bismarck, N.D. His co-pilot on
>that flight told the NTSB that Conry didn't seem
>sick or tired on that flight.
>
>Conry spent much of Wednesday undergoing a required
>test of his flying proficiency, the Star Tribune has
>learned. Executive Aviation spokeswoman Mary Milla
>said Monday that Conry passed the so-called check
>ride, which was administered by a company pilot
>designated to conduct the exams by the Federal
>Aviation Administration (FAA).
>
>The proficiency checks are required of commercial
>aviators every six months to maintain licensure.
>
>"He passed the check with flying colors," said
>Conry's wife, Johanne, on Monday. She also said her husband
>was in good health and well rested for the Wellstone
>flight.
>
>
>***************
>From the 10-29-02 St.Paul Pioneer Press:
>
>"Investigators...have ruled out physical problems
>with the pilots and one important piece of equipment."
>
>Dr. Thomas Uncini, St.Louis County's chief medical
>examiner, said Monday his preliminary conclusions
>are that the two pilots were in good physical condition
>and there were no signs that they suffered a heart
>attack or stroke. "No, it didn't happen," he said of
>medical problems. "It looked pretty
>straightforward."
>
>Frank Hilldrup, lead investigator for the NTSB said
>the landing gear appeared to be down but was too
>damaged by fire to determine if it had been locked
>into place.
>
>Another pilot who landed a slightly larger twin
>engine plane at the airport on Friday, a couple of hours
>before Wellstone's plane crashed, said in an
>interview that he experienced no significant problems.
>
>Veteran pilot Ray Juntunen said there was very light
>ice, "but nothing to be alarmed about. It shouldn't
>have been a problem."
>
>He said he ran into moderate icing conditions at
>10,000 feet and requested permission to drop to
>5,000. At that altitude, he had only light icing. When he
>dropped to 3400 feet, to begin his approach, "the
>ice slid off the windshield," he said.
>
>According to the NTSB, Wellstone's pilots received
>warnings of icing at 9,000 to 11,000 feet and were
>allowed to descend to 4,000 feet. Juntunen said he
>was able to see the airport from five miles out, and
>another pilot landed a half-hour later and told him
>the clouds were a little lower, but still not bad.
>
>Radar tapes indicate the plane had descended to
>about 400 feet and was traveling at only 85 knots near the
>end of its flight. It then turned south, dove at an
>unusually steep angle and crashed.
>
>
>***************
>From the 10-26-02 edition of the St.Paul Pioneer
>Press:
>
>The weather Friday was dismal, gray, foggy, with
>light snow, but the landing should have been routine, said
>Gary Ulman, assistant manager of the Eveleth
>Virginia Municipal Airport.
>
>Shortly after 10 a.m., Ulman heard the pilot's voice
>on the radio and saw the landing lights flash on
>after the pilot clicked the signal from the cockpit.
>
>But the plane didn't land.
>
>"After a while, I thought to myself, 'Where the hell
>are they?' "
>
>Ulman jumped into his own private plane and took off
>in search of the missing aircraft."
>
>
>
>
>***************
>Summary:
>
>If the icing conditions were so bad (which they
>weren't) why would Ulman take his own plane up?
>
>They had just radioed in that they were coming in
>for a landing. They were only about 7 miles out. They
>gave no indication of any problem. The NTSB has confirmed
>that several times.
>
>There was no problem with icing at the altitude they
>were flying.
>
>Airport manager Ulman even took his plane up proving
>that icing was not a problem.
>
>The landing gear was down.
>
>The plane was "forgiving, stable and reliable."
>
>The engines were "totally reliable."
>
>You could land it "very, very easily on one engine."
>
>"Performance on taking off and landing were superb."
>
>The pilots were experienced veterans in good health
>and well rested.
>
>Only one pilot was required to fly the King Air A100
>but they had two as an extra precaution for safety.
>
>Bush had made it his number one priority to get
>Wellstone out of the Senate, presumably thru the
>election process.
>
>Bush himself had come to Minnesota to stump for
>Republican Norm Coleman. "Americans for Job
>Security", a Republican controlled "tax-exempt" group pumped
>over one million dollars into ads against Wellstone.
>
>Wellstone had voted against Bush's Homeland
>Security. He had voted against some of Bush's judicial
>appointees. He pushed stronger environmental
>programs while Bush pushed the opposite way.
>
>Wellstone pushed hard for genuine measures to
>counter corporate fraud while Bush pushed for cosmetic ones.
>
>Wellstone pushed hard for an independent 9-11
>investigation over Bush and Cheney's strongest
>objections.
>
>Wellstone voted against giving Bush a free hand to
>invade Iraq and it actually increased his popularity
>in Minnesota. He was pulling ahead of Coleman and it
>looked like he would win re-election.
>
>.AND THEN...
>
>They lost all control and all communications in his
>plane instantly, without warning during a landing
>approach.
>
>Is this sabotage, assassination or an accident?
>
>You be the judge.
>====================
>
>Hear Christopher Bollyn (Am. Free Press) and Dick
>Eastman discuss
>five previous remote-control murder crashes.
>
>Radio Free America (RealPlayer needed)
>http://www.rfausa.com/Audio1/audio1.html
>
>Scroll down to the 11/25/01 broadcast. These
>crashes are discussed
>in great detail -- the similarity to the Wellstone
>murder will be obvious.
>
>
>
>
>=====
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