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Controversial subjects

The September 11, 2001 attacks

11 Septembre - Les vérités cachées (September 11- The hidden thruth)
11 Septembre – Les vérités cachées (September 11- The hidden thruth)

11— Septembre : les vérités cachées (September 11 – The Hidden Truth)

For those of you who are bilingual, here is an interesting book analyzing the September 2001 events. Two planes went through the Twin Towers. We have seen those images over and over again. A Boeing 757 crashed into the Pentagon. At least, that is what has been reported since 2001. I knew that I would eventually see live footage of the plane hitting the building, and pictures of Boeing 757 parts, like it is always the case with crashes around the world. With tens of cameras surrounding the Pentagon and the nearby buildings, and reporters on site, there were surprisingly neither credible pictures nor videos showing 757 parts. Years went by, and nothing popped up. That raised my curiosity.

I knew that it was in the American government’s interest to show photos or videos of the plane, like it did for the Twin Towers. But with the Pentagon, there was nothing. We could obviously see a small hole in the building, but nothing else. I wanted to learn more about those attacks and, among all the documents and books that I read, there was this book written by Éric Raynaud.

Éric Raynaud is an investigation journalist who has written about important personalities like Ingrid Betancourt, Benazir Bhutto, Pierre Bérégovoy and others. He has worked for twenty years for daily newspapers before becoming an independent journalist. In his book titled “11-Septembre: les vérités cachées”, the author aligns facts, studies and verifiable testimonies that can be confirmed by the reader. He provides, at the bottom of pages, his sources and original references to all the medias. That includes books, interviews, newspaper articles, TV programs, videos and multiple internet sites.

Here are some of the subjects that the reader will find in the book. I can only present them very briefly here:

Pentagon: identification of the parts found on site

The author says that [my translation]:“the Commission of inquiry established that only part of one engine was found, and that it presented, as a proof, a totally inadequate picture”. It was not a part of a 757 engine but something else. A clue is given through a citation from Barbara Honegger (former advisor in political analysis to the United States President, between 1981 and 1983) during an interview [my translation]: “Some parts found in the Pentagon have been identified as compressor pieces that are part of a turbo JT8D engine, used for the A-3 Sky Warrior fighting aircraft […]”.

Pentagon: where is the Boeing 757?

There are many other sources of concern, like the obvious lack of important pieces. Their absence is noted, without any given explanations. Bob Pugh is a reporter with twenty-five years of experience and he is the first reporter to arrive on site, five minutes after the firemen. When he is interviewed by other medias on what he just saw, he declares [my translation]: “I look for significant parts, for the aircraft’s wreck, I do not see anything that I can recognize…I don’t see the tail. I don’t see the wheels. I don’t see the engines. There are no seats…there is no luggage.” The author writes [my translation]: “nothing has been found that would even look a bit like airliner parts”.

Pentagon: no serial numbers, no landing gear, no 757 engines

George Nelson, a Colonel in the US Air Force, has a direct experience as an investigator in aircrafts accidents. He declares that a fire resulting from an airplane crash cannot destroy every significant piece like the landing gear or the engines; neither can it make all the serial numbers disappear. He says [my translation]: “I repeat: this is impossible […]. Any objective and rational investigator would only be able to conclude the following: no Boeing 757 hit the Pentagon, as opposed to the official statement”.

Pentagon: depleted uranium detected on the site where the building was damaged.

Another surprising discovery was made by two scientists, Leuren Moret and Janette Sherman. Leuren Moret spent her career in the nuclear field, working among other places in California in the Livermore Nuclear Weapons Laboratory . She says [my translation]: “What happened at the Pentagon appeared highly suspicious to me. That led me to contemplate the use of a missile fueled by depleted uranium, and to make an immediate research with my colleague and great friend, Dr Janette Sherman. Janette went to take radiation measurements using a Geiger counter, a very short time after the crash. From fifteen kilometers, under prevailing winds from the Pentagon, she detected radiations that were eight to ten times higher than normal…” They learned, only four years later, that other experts had also detected similar levels where the Pentagon had been damaged.

WTC7 (building 7): bombs explode in the lower floors.

Numerous witnesses heard powerful explosions in the basements of the two towers (WTC1 and WTC2) and in the building 7 (WTC7), all while the Twin Towers where still standing.

Barry Jennings, the Assistant Director of the Emergency Services Department of New York was trapped in the superior floors of the building 7: he could no longer go down since the lower floors had been blown away. He declares [my translation]: “Once we arrived on the sixth floor, the level supporting the stairs we were about to use had disappeared! There was an explosion and the floor disappeared…the whole level had given in. I found myself there, suspended in the air! I had to climb back to go up to the eight floor…the explosion happened just beneath us…and when it exploded, we were projected backward…and the two buildings [the Twin Towers] where still standing…we were trapped there for hours. I was still there when the towers went down”.

This capital witness died two days before he was scheduled to testify. His testimony would have contradicted the main version. The Commission of inquiry, across its six hundred page report, does not mention the WTC7 name.

Twin Towers: bombs explode in the basements.

William Rodriguez, an employee with twenty years of experience, was at the B1 level of the WTC1 tower. He says that there were six basements, called B1 to B6. There was such a powerful explosion between B2 and B3 that they were lifted off the floor. Soon after, they heard another BOUM and it was the plane arriving in the tower. Many other testimonies, also visible on videos, show the employees and firemen reacting in surprise toward the series of explosions that they were able to hear.

How were the Twin Towers built?

Nine months before the attacks, one of the designers of the towers, Franck Martini, explains how the Twin Tower’s construction was thought through. He knew that there had already been a crash against the Empire State Building during the Second World War. A bomber, lost in fog, had hit the building straight on (a building that stayed up). Now knowing that a passenger jet could mistakenly hit the new towers that would be built, he explains [my translation]: “the steel networks structure is built as “mosquito screen”. A plane colliding with the towers would have the same effect as a pen going through a mosquito screen: the hole stays, but the global structure around it does not change. The Twin Towers (WTC1 and WTC2) are conceived to resist the impact of an airliner, even many…

And if the architects had planned the possibility of one or more impacts against their new towers, they also knew that once the crash would occur, the fuel would start burning. There is no surprise here.

The steel’s melting point.

Steel melts at 1538 Celsius degrees. According to Thomas Eagar, teacher of material physics at the renowned MIT, a kerosene fire generates temperatures between 870 and 930 degrees. The author declares [my translation]: “In 2008, an engineer who participated in the FEMA inquiry admitted that even their studies could not demonstrate with absolute certainty that the [Twin Towers] fires had generated temperatures higher than 300 or 400 degrees […]”.

The abnormal falling rate of the buildings

The towers went down at free fall speed. Between 9 and 10 seconds, according to observers; this is totally impossible without the use of accelerators. The most pessimist scenario, applied to the “pancake theory” collapse, requires a minimum of 21 seconds… The author writes [my translation]: “Numerous expert calculations hover around thirty to forty seconds”.

Kevin Ryan, from Underwriter Laboratories, a well-known institution in USA, says this [my translation]: “We tested the floor very well, by means of faithfully reconstituted models, in August 2004”. These tests totally refuted the main theory, the “pancake theory”.[…] Months later, the government published an update on its own conclusions, indicating not only the absence of the floors collapsing but also that examinations of the areas touched by fire proved that the temperatures…were very low”.

We are then back to the unexplained free fall. Or even the multiple unexplained free falls. Such gigantic buildings crashing down 1) totally, without leaving major parts standing 2) in a perfectly vertical way and 3) at free fall speed are sure to attract the attention and comments of experts in controlled demolition. On this subject, there are lots of testimonies.

In 2009, a crucial discovery from Danish scientists radically modified the main version.

2009: Niels Harrit and the nanothermite

In 2009, an internationally renowned scientific researcher, Niels Harrit, writes an article in the Open Chemicals Physics Journal. This magazine’s editorial team is composed of one hundred scientists coming from five continents. The article, which is written in collaboration, is titled: “Active Thermitic Material Discovered in Dust from the 9/11 World Trade Center Catastrophe”. They are nine scientists to announce that they have discovered nanothermite, a new and extremely powerful explosive, in the World Trade Center.

[My translation]: “According to what we choose to do with it, it can be an extremely powerful explosive, or it can melt metal at high speed.” Thermite has been known for a long time, but nanothermite is much more recent. The more the mixture is refined, the more it is powerful [my translation]: “ Activated to melt steel, for example, nanothermite will only take a fraction of a second to pass from the ambient temperature to 2500 degrees…steel, itself, melts at a little above 1500 degrees. I let you conclude…” The author finally understands [my translation] “the pockets of molten metal that were found in the Twin Towers debris and in WTC7, that New-York firemen took two months and a half to definitely neutralize”.

We then learn that nanothermite is [my translation] “made under license, to the exclusive use of the army and under the seal of secret defense”. The author refers to an interview given by Niels Harrit where the scientist says that ten tons of nanothermite are needed to cause the fall of the towers. And how is it possible to bring ten tons of that product in a place with such tight security? He writes that the company in charge of the security had for society director the President Bush’s brother and as general director the President Bush’s cousin.

It was possible to see the interview, with French subtitles, on (http://www.dailymotion.com/video/x273rhq_de-la-nanothermite-le-11-septembre-2001-par-le-scientifique-niels-harrit_webcam), but like many other links available for a few years only, this one has also been blocked.

Obstructions made against the Congress inquiry

The senator Tom Daschle complained several times, and on many different medias, of obstruction problems he was facing from Dick Cheney and from President Bush, that were asking him no to investigate and even to stop the Congress inquiry.

The money allotted to the new 2004 independent Commission of inquiry.

The author notes that in order to understand everything about the sexual scandal involving Bill Clinton, 100 million dollars were spent. In order to know what happened on September 11 2001, the Commission of inquiry was given 3 million dollars. It is only after multiple complaints that this amount was finally reviewed to 14 million. Three thousand American lost their lives in that tragedy but a battle was necessary to get more than three million dollars…

The facts discarded by the independent Commission of inquiry.

The Commission seems to have found an easy way to deal with the most troubling testimonies: when this happens, instead of writing the details in the report and risk raising even more troubling questions, the subject is simply avoided. There is nothing written. So, in 600 pages, there is no mention of WTC7 whose lower floors were destroyed by explosions even before the planes arrived in the towers.

Nothing can be found about the Minister of Transport Norman Mineta’s testimony as to what he saw and heard with regards to Dick Cheney before the attacks. Mineta was nonetheless a direct witness; he was in the room with Cheney. Éric Raynaud cites what Mineta said and it is obvious that if those words would have found their way in the Commission’s report, this would have created a crisis.

There have been multiple testimonies received by the FBI as to the fact that something smaller than a B757 hit the Pentagon. Nothing can be found on those testimonies in the Commission’s report.

On that subject, you can read a Washington Post article dated from August 2, 2006 and signed by Dan Eggen: “9/11 Panel Suspected Deception by Pentagon Allegations Brought to Inspectors General”. Another book written on the subject in 2009, whose author, John Farmer, is a former General Attorney of the New Jersey State, is available: “The Ground Truth: the story behind America’s Defense on 9/11”. He says [my translation]: “The public has been seriously duped with regards to what happened on the morning of the attacks”.

Cases of insider trading

Numerous cases of insider trading were detected, starting September 6th, which is five days before the attacks. They involved “put option” to sell United Airlines, American Airlines, as well as reinsurance giants like Munich Re and AXA and financial companies that would be impacted within a few days like Morgan Stanley, Merrill Lynch, Bank of America, etc. However, enormous amounts of shares were bought on Raytheon, a military armament producer, just before the attacks. There was an inquiry, but no details were released.

The Osama Ben Laden case

The book’s chapter 8 holds surprising details about Osama Ben Laden. This information, that most of us ignored, brings a new light on what is generally known about him. It is said that Ben Laden rapidly denied being involved with the attacks. Normally, an attack is quickly reclaimed with pride by its mastermind. It is not the case here. I remember having seen Ben Laden on the news at the moment where he was saying that he was not behind the 9/11 attacks. Some details are given in the Éric Raynaud’s book as to why Ben Laden was not behind those attacks.

On this subject, the reader might, for example, take note of Bénazir Bhutto’s testimony, the woman coming back to Pakistan with the intention of running her own country once more [my translation]: “Osama Ben Laden has been killed by a former member of the Pakistani secret services, Omar Sheikh”. This link was available on dailymotion.com. The Omar Sheikh name often surfaces when the 9/11 attacks are concerned.

A few weeks after she confessed what she knew about this delicate subject to Al Jazeera in 2007, Bhutto herself was killed. She was not the only one to have publicly spoken on that subject. A former very high ranking CIA manager, David Baer, also confirms to Persian CNN, in 2009, that [my translation]: “ Ben Laden died many years ago, and videos and sound recordings that are episodically broadcasted are obviously false…” (www.persiancnn.com).

This book reports that the Dalle Molle Artificial Perceptual Intelligence Swiss Institute studied the messages supposedly recorded and sent to medias by Ben Laden throughout the years. The result [my translation]: “None of the recordings provided by the CIA or Al Jazeera correspond to the real voice of Ben Laden”.

United 93

Few pages are dedicated to the United 93 flight, which in itself was an issue that has given rise to many comments. We read about visual witnesses who see an aircraft explode in flight. The official story is also presented, which says that the aircraft crashed in a field. [My translation]: “The big, the huge problem, is that the rescuers, firemen, witnesses, and even the Shanksville mayor, who arrived quite rapidly on the site, effectively found a crater, but…absolutely empty”.

I’ve been interested in aviation all my life. Wanting to understand as soon as possible what had just happened, I had rapidly watched the live news and videos released by the media. At the time, it was not yet a question of conspiracy. News reports were live and journalists were doing their best to describe the scene. It was quite something to see a nearby farmer, who had rapidly gained access to the site. He was certainly anticipating, like everybody, to find many dead people here and there around the site. But he was talking to the camera and saying that there was nobody. He did not understand how it was possible.

It was also something to hear that reporter, on board a news helicopter, trying to describe what he was…not seeing. The helicopter’s camera was pointing to the site where the crash supposedly happened. All the viewers could see the scene at the same time as the reporter. But there was almost nothing to comment about. We could not see anything that would look like something we are used to see when there is a crash. And God knows we’ve seen a lot throughout the years. The reporter was unsure, he was improvising to kill time.

Conclusion

Through all the quotations and references offered in the book, among which some of David Ray Griffin, the author wants the reader to understand the following facts: in order to maintain its global domination, the United States needed to control the vast oil reserves of Central Asia. In 2001, there was a meeting between American and Taliban representatives. The Americans wanted to build an oil pipeline and needed the consent of the Taliban. This project having been refused by the Taliban, the latter were advised that a war would be started against them in October 2001. But a war lead by USA in a foreign country needed the strong support of the American population. In order to gain that kind of support, many neoconservatives like Zbigniew Brzezinski and Philip Zelikow had underlined, over different decades, that a new “Pearl Harbor” would be necessary.

What I understand of the book is that an attack without a very strong visual impact would not mobilize the American population and ensure that the latter would support a war in a foreign territory. Airplanes crashing in the Twin Towers, but more importantly the towers crumbling down would constitute this new “Pearl Harbor”. The freefalling towers would be played and replayed by all the media, reinforcing the desired impact.

But there had to be a certainty that the towers would both completely come down to reach that visual impact. The majority of viewers would certainly not notice that the buildings were all freefalling.

But there was nonetheless a major obstacle: the towers had been built in such a way that many airliners could hit them without destroying them totally, due to the “moustiquaire” design. Added help was required. And this is why there are so many testimonies, from firemen and workers that were present in the buildings, of multiple explosions in the buildings, down to the basements, and this just before the planes hit the buildings. Nobody expected the 2009 discovery of nanothermite in the Twin Towers ashes made by Niels Harrit and his team of scientists. This nanothermite created molten steel. It transformed steel into a metal softer than butter.

To suggest that Ben Laden was still alive, even though his death had been announced by many political personalities and intelligence sources, led the American public to concentrate their attention on a number one public enemy. There was no more moral dilemma to authorize military attacks in Afghanistan, supposedly to kill the perpetrators of the 9/11 attacks.  The promised war against the Taliban was now a reality. They did not support an oil pipeline controlled by the Americans and they paid the price for a while.

The reader has to decide what to make of that information. As a controversial subject, I could not find a better one. If you want to look deeper into the subject, there are many books available. Other than Éric Raynaud’s book, published in French, there is no doubt that David Ray Griffin’s analysis and research, initially published in English, might surprise you. The title is: 9/11 Contradictions – An Open Letter to Congress and the Press (ISBN: 978-1-56656-716-9). There are also many documentaries on the subject, among which the well-known video, available on You Tube: 2014 New Loose Change 3rd Edition.

September-11 attacks are the only event in which it is not acceptable to be curious. Here, there is only black and white. You are either on the government side, or you are an advocate of conspiracy theories. Like Bush would put it: “You are either with us, or against us”.

Title: 11 — Septembre : Les vérités cachées
Author : Éric Raynaud
Éditions Alphée /Jean-Paul Bertrand
Copyright 2009
ISBN: 978 2 7538 0481 4
(www.editions-alphee.com)

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Real life stories as a flight service specialist (FSS): Inukjuak FSS

Inukjuak: last hope for a Bell Canada Twin Otter low on fuel

(Precedent story: emergency clean-up)

The Bell Canada Twin Otter in the background during a nice winter day in Inukjuak. In the foreground, an old ski-doo model.
The Bell Canada Twin Otter in the background during a nice winter day in Inukjuak. In the foreground, an old ski-doo model.

One winter evening, in 1983, the Transport Canada flight service station (FSS) in Inukjuak (CYPH) received a radio call from a Bell Canada Twin Otter that was in trouble. The fog had invaded the Hudson Bay coast in several places, and landing at the planned alternate airports was now impossible. Weather conditions still being acceptable in Inukjuak, our airport became the last option for the pilot. Unfortunately, our runway lights were out of service and a solution had to be found quickly.

Phone calls were made. Several Inuits arrived in snowmobile and installed their machine on each side of the runway, in more or less regular intervals, so as to light the outside limits of the landing surface. The pilot made a normal approach and the aircraft landed without problem. This kind of service provided by the Inuit was not something new. The pilots were always happy to be able to rely on this emergency auxiliary lighting supplied by the inhabitants of northern Quebec villages when there was a sudden problem.

(Next story: acquisition of an Inuit sculpture in Inukjuak in 1982)

For more real life stories of a FSS in Inukjuak, click on the following link: Flight service specialist (FSS) in Inukjuak

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Real life stories as a flight service specialist (FSS): Inukjuak FSS

Emergency clean-up in Inukjuak

(Precedent story: the Inuit who wanted to shoot Whites with a .303 caliber rifle)

In a Northern Quebec Inuit village, in the early ` 80s, there was still a fair amount of homes that were not equipped with toilets as we know them today. The occupants of these properties had to relieve themselves by sitting on a bucket covered with a garbage bag that people called “Honey Bag “. Fortunately for Environment Canada and Transport Canada flight service specialists (FSS)working in Inukjuak (CYPH), sanitary facilities were exactly like what could be found in southern cities and it was not necessary to use makeshift means.

The fact remains that a White male was hired as director of a local public institution and lived with his family in a house equipped with this type of “Honey Bag ” facility. On a beautiful Saturday, he and his wife were receiving guests for dinner and they were taking care of the final details. The wife had asked her husband, few days earlier, to take the “Honey Bag” out of the house and put a new bag on the toilet.

The man had neglected his task and the bag had gained volume and weight. But it was now Saturday, so he could no longer procrastinate. He grabbed the bag, closed it and crossed the living room heading toward the door. At the moment he was crossing the living room, the bag broke and all of its content spread on the carpet.

It was reported to us that there was an emergency clean-up throughout the afternoon to try to correct the situation. There was no way of knowing if the guests were able to enjoy the subtle aromas of the good wine served with the dinner…

(Next story: Inukjuak: last hope for a Twin Otter short on fuel)

For more real life stories of a FSS in Inukjuak, click on the following link: Flight service specialist (FSS) in Inukjuak

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Real life stories as a flight service specialist (FSS): Inukjuak FSS

The Inuit who wanted to shoot Whites with a .303 caliber rifle

(Precedent story: the long awaited aircraft)

This is where we worked and lived in Inukjuak in 1982. One of the buildings holds the Transport Canada flight service station.
This is where we worked and lived in Inukjuak in 1982. One of the buildings holds the Transport Canada flight service station.

Note: It is only an out of the ordinary true life story. Normal relations between Whites and Inuit are entirely peaceful. Besides, we all know of situations in the southern cities where whites have tried to shoot people. The following story therefore presents an unusual and rare case.

In a Northern Quebec village named Inukjuak,in 1982-1983, the buildings layout was simple. On top of a nearby hill was the whole village, populated overwhelmingly by Inuit. Down the hill, near the airstrip and Hudson Bay, were the few buildings where Environment Canada employees and Transport Canada flight services specialists (FSS) could be found. There were only Whites living and working in this area.

One evening during winter` 82 -` 83, someone knocked on the door and entered immediately without waiting for an answer. It was the auxiliary police officer. He was an unarmed young man who occasionally helped the unique village policeman. He told us that the policeman was absent from the village and that he must fend for himself. He urged us: “Lock your doors and turn off the lights, do not go out unless it is essential, as there is one Inuit armed with .303 caliber rifle who wants to shoot white people.

It was, of course, a complete surprise for everyone. It was easy to deduce that the shooter looking for Whites would choose the easiest solution and head towards our buildings to shoot somebody at random. Not wanting to be a sitting duck, I went to my room and grabbed a locked suitcase that had been sleeping for months on a shelf. I took out a Remington Classic 700 BDL Bolt Action and loaded the magazine.

We established a plan, with the other two persons in the house. Two of us would have to get out and head toward the flight service station, where there was an unarmed FSS female employee working alone. Chances were that she was not aware of what was going on. One of us would bring her back home and the other one would then complete her night shift at her place, since the station could not be left unattended.

While we would be gone, there would be one person left in the house with a gun to protect himself if necessary. This employee had just arrived in Inukjuak. I still remember his reaction when we were getting ready to leave. I can hear him say: “But what is this crazy place?

We closed the outdoor floodlights and headed to the flight service station with our weapons. Walking in the dark, crouched like soldiers during wartime, we arrived at the Transport Canada building where we found the employee occupied at her normal duties, completely ignoring the possible presence of a nearby shooter. I took her place to complete the night shift while she returned home accompanied by an armed employee.

Once alone in the operating room, I shut the lights while keeping a small lamp to illuminate the console radio frequencies. I lay the rifle flat on a counter, the lock removed for faster use if needed. The radio console was located opposite a large window: it left us totally exposed to anyone who would decide to shoot through it. I therefore had to stay away from the normal working position, except when responding to radio calls, until we received fresh news about the shooter.

Twin Otter inbound for Inukjuak on a very windy day in 1982.
Twin Otter inbound for Inukjuak on a very windy day in 1982.

The improvised night shift ended without incident in the station, but I learned that multiple shots were fired at a vehicle traveling near our facilities. Projectiles pierced doors, but luckily they did not hit the vehicle occupants. Within hours of the event, a tactical response team of the Sûreté du Québec arrived in Inukjuak and controlled the shooter.

Even if this story took place decades ago, I still remember very well the atmosphere on that evening. When untrained civilians must load firearms to potentially use them against another human, it cannot be forgotten.

(Next story: emergency clean-up)

For more real life stories of a FSS in Inukjuak, click on the following link: Flight service specialist (FSS) in Inukjuak

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Real life stories as pilot and FSS: learning how to fly

The commercial pilot license / a tire bursts on landing

(Precedent story: night landing on an ice rink)

The Commercial Pilot License

A few months later, I got my commercial pilot license. It was now time, as for all pilots, to accumulate flying hours in order to gain experience as captain.

I chose to accumulate hours by making short cross-country trips and offering first flights to people of all ages. The evenings were particularly popular because there was little convection and most passengers appreciated a smooth ride for their first flight in a small aircraft.

A Tire Bursts on Landing.

Despite my best intentions, there has still been an occasion where I had to perform an unusual landing. It was during a busy time for air traffic control. Many aircrafts were in the St-Jean-sur-Richelieu (CYJN) airport’s circuit pattern and the controller asked me if I could make a short landing with my Grumman Cheetah (AA-5A). He was counting on a minimal roll after the landing so that the aircraft could exit the runway as soon as possible.

All pilots know how to make a short landing. This is part of the basic training and I accepted this restriction. This can, however, be complicated by the fact that sometimes we had to fly an aircraft with particularly worn out tires. I remember (and I should not be the only one) having had to use an aircraft on which we could see the rope under what was left of the rubber sole. School aircrafts are generally safe. You just don’t want to be the one using the plane the day before the tires have to be changed…

So I began the approach toward runway 29 on a particularly hot summer day. Touchdown was smooth. I applied the brakes without blocking the wheels, while pulling on the control column at the same time that the flaps were returning to their initial position. A pilot does not block the wheels when breaking as the friction decreases and the length necessary to stop the aircraft increases.

At the same time, blocking the wheels increases the risk of loss of control of the aircraft. With these manoeuvers, my aircraft was supposed to stop quickly. However, a few seconds after landing, it started to vibrate and move to the right. I had no other choice but to apply a lot of pressure on the left brake and use full deflection on the left rudder trying to keep the aircraft centered on the runway. Nevertheless, the aircraft slowly headed toward the right side of the runway while slowing down. The landing ended with the left wheel on the runway and the right wheel in the grass.

During the last few seconds, it became obvious that I was dealing with a flat tire. The passengers were not too bothered by the incident because they only started to realize what was happening when we were almost immobilized on the grass. The tire was completely twisted but still on the wheel. Equipment failure is something a pilot knows he will have to deal with from time to time. So considering that it was part of the job, I continued to accumulate flying hours during the following weeks and months.

(Next story: unexpected thunderstorm cells)

For other real life stories as a pilot, click on the following link: Real life stories as a pilot

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Real life stories as pilot and FSS: learning how to fly

Accidental Night Flying…Without Night Rating

(Precedent story: The Private pilot license)

Note: For this real story, since I did not have a camera with me in the aircraft in the 1980 flight, I reproduced the flight on a simulator using a Piper Cherokee (which is the closest I could find that looks like the Grumman Cheetah).

Shortly after obtaining my private pilot license, in 1980, I was asked to pick up a plane parked in Earlton, Ontario, three hundred nautical miles northwest of St-Jean-sur-Richelieu, and bring it back to St-Jean. To get to Earlton, I was in the company of an experienced pilot and we left together on a single-engine Grumman Cheetah. For the return flight, each pilot would fly his own plane, following one another. My companion would lead in his aircraft because he had all the necessary navigational charts to get us back to St-Jean.

Along the way we had to deal with a cold front which delayed our arrival to St-Jean. Before the journey started, I was assured that we would arrive before darkness. It now seemed a bit tight.

A nice evening light over the parc de la Vérendrye.
A nice evening light over the parc de la Vérendrye.

My companion had accelerated the pace. Two facts became obvious: first, the sunset was beautiful. Second, I did not have my night flying rating. This sunset meant that there was about thirty minutes left before total darkness.

I called him on the radio to enquire if he still believed that we would reach St-Jean on time. He answered that we were at the limit.
I then enquire about the possible existence of a button that would illuminate the instruments at night. The button was found and soon the instruments took on a pinkish color. Then came the questions about the essential tools for a night flight. He named the few.

 Réserve du parc de La Vérendrye at night time.
Réserve du parc de La Vérendrye at night time.

With minutes passing by very quickly it now seemed impossible to arrive before the official night time as we had not yet crossed the Montreal Pierre-Elliott-Trudeau control zone.

Approaching Montreal, I tried to communicate with my companion but there was no more reply. The only navigational fix available for this improvised night flight was the small red rotating beacon on the tail of his aircraft. Strangely, its intensity was gradually weakening. My companion was getting away, his plane being a faster one.

Montréal from above, in a single engine aircraft.
Montréal in sight. It is the first time that I see Montréal from high above during the night. I did not expect I would do so while flying a plane without holding a night rating.

I increased the power and adjusted the mixture to gain a few knots, while focusing on the little red dot that could direct me to St- Jean-sur-Richelieu. I was not too happy with my performance. I should have insisted from the beginning, to have a copy of all the  documents. But this flight seemed so simple. Lesson learned.

We flew through the Montreal international airport control zone. In the night, the strobe lights of big airliners were visible on the approaches to landings or during take-offs. Abusing the engine a little bit, I gradually decreased the distance from my companion’s aircraft. Unable to hear anything due to the lack of documents that would provide the local frequencies being used, I simply followed the aircraft ahead of me.

Suddenly, the distant red beacon started going down in the night. I supposed we were getting close to St-Jean-sur-Richelieu. My companion was certainly communicating with the airport control tower to announce his intentions. This was a frequency I knew by heart. I ran the risk of calling him on the tower frequency to ask for tips to land at night. The answer was short and uncertain, because he knew that radio communications were recorded. The only advice he could find was: “I do not know what information to give you, take your time.” The air traffic controller heard this and offered me the presence of emergency vehicles, an offer I politely declined.

A Lake Buccaneer seaplane pilot flying in the area heard the communication and told the controller: “Advise him to turn his landing light on!” I replied that it was not functional. It had been observed during the pre-flight checks at St-Jean-sur-Richelieu, but it was not supposed to be a problem since we were flying during daytime only.

The first step towards a landing is to know the relative position of the plane from the airport and its three runways. When you have never flown at night, the view is different and requires an adjustment. Once the runway in use was identified (runway 11), the next step was to imagine that the flight instructor who trained me was sitting next to me. He would require good positions in the circuit, exact altitude according to each leg of the circuit pattern, appropriate speed and flap degrees, and finally an approach with a suitable angle.

At the time, all I knew about night flying boiled down to one eminently practical aspect: there was a wooded area at the beginning of runway 11 and I did not want to descend too much and hit the top of those trees, invisible in the night. However, being too high above the runway threshold would mean that the wheels would touch too far away past the threshold and the remaining runway length would be insufficient to stop the aircraft the ideal way, that is to say in one piece.

During the final leg of the approach, although my attention was fully dedicated to the procedures, I could feel that the rhythm of my heart had accelerated. On short final, everything happened quickly. The plane flew above the wooded area, the runway approached rapidly and the two wheels of the main gear touched the runway gently. The brakes were applied immediately and everything was over.

The main issue was now solved. I requested guidance from the air traffic controller to taxi down to the flying club. He jumped on the opportunity to ask me, a smile in his voice: “Are you going to take your night flying rating now?“!

(Next story: Night landing on an ice rink).

For other real life stories as a pilot, click on the following link: Real life stories as a pilot