Barbara - Another year has pasted, quickly.  I am fortunate and
thankful that I along with all my family are in good health and sprit.
I hope the same for you and yours.  With best wishes for a wonderful
Holiday and a very Happy New Year.
Cecil

Those correct links are...





http://www.usaviation.com/forums/index.php?
showtopic=33299&hl=chickenlittle92071


and an open letter to Congressman Ben Chandler's office...


http://www.usaviation.com/forums/index.php?
showtopic=33302&hl=chickenlittle92071







--- In sr111@yahoogroups.com, "chickenlittle92071"
<chickenlittle92071@...> wrote:
>
> July 17, 2007
>
>
> Mark V. Rosenker
> Chairman, NTSB
> 490 L'Enfant Plaza, SW
> Washington, D.C. 20594
> Telephone (202) 314-6000
>
> Chairman Rosenker,
>
> My name is James Bergquist, former USAF and FAA air traffic
> controller, and former head of our union, NATCA, in San Diego.
>
> I have posted several articles on many aviation bulletin boards
about
> the crash of Comair flight 5191 on August 27, 2006. I have also
> contacted many family members and their attorneys, the Delta safety
> department, Congressman Ben Chandler's office, and the Lexington
> press about my allegations about the accident.
>
> I read a press release on the NTSB website at...
>
> http://www.ntsb.gov/pressrel/2006/060925.htm
>
> Under the paragraph titled air traffic control, a lot of false
> information is listed...
>
> Air Traffic Control
>
> At the time of the accident, there was one air traffic controller
in
> the tower. After handling several aircraft at the beginning of his
> shift, there were several hours without aircraft movements. In the
20
> minutes leading up to the accident, there were three departures,
> including Comair 5191, from LEX under his control. The ATC group
has
> interviewed several Lexington control tower personnel and FAA air
> traffic personnel. The controller on duty at the time of the
accident
> relayed the following information to investigators: he cleared the
> accident flight crew to take off (from runway 22) and to fly runway
> heading (220 degrees); after providing takeoff clearance for flight
> 5191, he turned away from the window to perform an administrative
> task (traffic count); he did not witness the accident, but heard
the
> crash, turned around and saw fire, and immediately activated the
> emergency response. As in all investigations, the group will review
> the controller's workload and duty schedule and the tower staffing
> level.
>
>
> When I downloaded the FAA ATC tapes, I discovered that the
controller
> wasn't doing traffic count after he cleared the stricken aircraft
for
> takeoff but immediately diverted his attention to a previous
> departure and was performing approach control duties while Comair
was
> rolling down the wrong runway. Traffic count could not have been a
> factor in this accident.
>
>
> Additionally, there is another item that the NTSB overlooked. You
are
> telling us that the controller "immediately activated the emergency
> response". But the FAA tapes show something completely different.
The
> FAA tapes show that there was well over a two minute delay after
the
> crash before the controller pulled the crash phone. That is a huge
> error for the NTSB to make even in the preliminary stages of an
> accident investigation.
>
>
> I cannot understand how the NTSB would think that they can hoodwink
> the public with this lie on one hand and let the FAA provide the
> public with the tapes that clearly show that it is all a lie on the
> other.
>
>
> Although I am an aviation professional and not a layman, even the
> layman can download those tapes and figure out the truth about what
> happened that morning.
>
>
> Here is a link to the articles I posted on the Delta Airlines
section
> of the U S Aviation Bulletin Board...
>
>
> http://www.usaviation.com/forums/index.php?
> showtopic=33299&hl=chickenlittle92071
>
>
> and an open letter to Congressman Ben Chandler's office...
>
>
> http://www.usaviation.com/forums/index.php?
> showtopic=33302&hl=chickenlittle92071
>
>
> I would like to talk with you further about the NTSB's
investigation
> of this accident. Please respond via email and give me a phone
number
> to contact you.
>
>
> Best Regards,
>
>
> James Bergquist
>
> Air Safety Activist
>
> chickenlittle92071@...
>

July 17, 2007


Mark V. Rosenker
Chairman, NTSB
490 L'Enfant Plaza, SW
Washington, D.C. 20594
Telephone (202) 314-6000

Chairman Rosenker,

My name is James Bergquist, former USAF and FAA air traffic
controller, and former head of our union, NATCA, in San Diego.

I have posted several articles on many aviation bulletin boards about
the crash of Comair flight 5191 on August 27, 2006. I have also
contacted many family members and their attorneys, the Delta safety
department, Congressman Ben Chandler's office, and the Lexington
press about my allegations about the accident.

I read a press release on the NTSB website at...

http://www.ntsb.gov/pressrel/2006/060925.htm

Under the paragraph titled air traffic control, a lot of false
information is listed...

Air Traffic Control

At the time of the accident, there was one air traffic controller in
the tower. After handling several aircraft at the beginning of his
shift, there were several hours without aircraft movements. In the 20
minutes leading up to the accident, there were three departures,
including Comair 5191, from LEX under his control. The ATC group has
interviewed several Lexington control tower personnel and FAA air
traffic personnel. The controller on duty at the time of the accident
relayed the following information to investigators: he cleared the
accident flight crew to take off (from runway 22) and to fly runway
heading (220 degrees); after providing takeoff clearance for flight
5191, he turned away from the window to perform an administrative
task (traffic count); he did not witness the accident, but heard the
crash, turned around and saw fire, and immediately activated the
emergency response. As in all investigations, the group will review
the controller's workload and duty schedule and the tower staffing
level.


When I downloaded the FAA ATC tapes, I discovered that the controller
wasn't doing traffic count after he cleared the stricken aircraft for
takeoff but immediately diverted his attention to a previous
departure and was performing approach control duties while Comair was
rolling down the wrong runway. Traffic count could not have been a
factor in this accident.


Additionally, there is another item that the NTSB overlooked. You are
telling us that the controller "immediately activated the emergency
response". But the FAA tapes show something completely different. The
FAA tapes show that there was well over a two minute delay after the
crash before the controller pulled the crash phone. That is a huge
error for the NTSB to make even in the preliminary stages of an
accident investigation.


I cannot understand how the NTSB would think that they can hoodwink
the public with this lie on one hand and let the FAA provide the
public with the tapes that clearly show that it is all a lie on the
other.


Although I am an aviation professional and not a layman, even the
layman can download those tapes and figure out the truth about what
happened that morning.


Here is a link to the articles I posted on the Delta Airlines section
of the U S Aviation Bulletin Board...


http://www.usaviation.com/forums/index.php?
showtopic=33299&hl=chickenlittle92071


and an open letter to Congressman Ben Chandler's office...


http://www.usaviation.com/forums/index.php?
showtopic=33302&hl=chickenlittle92071


I would like to talk with you further about the NTSB's investigation
of this accident. Please respond via email and give me a phone number
to contact you.


Best Regards,


James Bergquist

Air Safety Activist

chickenlittle92071@...

I know you are traveling but I hope this finds you healthy & happy for
the Holidays! I know you are alone (not talking about AMY)this year
(but as you have already figured out--its not always a bad thing to be
alone).Relationships are hard and sometimes the pleasure is not worth
the pain.

I was at Drs. today and was feeling bad about my health til I saw a
beautiful gal in a wheelchair with a great attitude. On my way out I
met with a young woman with an autistic child and really felt
blessed!!!

I know you & Amy will enjoy your time together during the Holidays &
hopefully we'll chat soon.

--- In sr111@yahoogroups.com, cecil02_99 <no_reply@...> wrote:
>
> Barbara...I hope that this past year has been good to you, and this
> post finds you in good health.  May I wish you a warm Holiday
Season.
> All the best and personal regards,
> Cecil
>

Cecil, Thanks so much for thinking about me this holiday season. I hope
that you are also doing well! I'm enjoying getting my new house
together for the past few months, and right now have Amy home for the
holiday! We plan on doing a little traveling together.

I wish you and your family a very Merry Christmas, and a Happy New
Year! Thanks for writing.

Barbara

Barbara...I hope that this past year has been good to you, and this
post finds you in good health.  May I wish you a warm Holiday Season.
All the best and personal regards,
Cecil

Another year has suddenly passed by.  I hope that all has been well
with both of you.  Travel prevented me from sending an earlier
message, but if you still monitor the site, I wanted to send my
regards during this time frame.  All the best, Cecil

--- In sr111@yahoogroups.com, zandb <no_reply@y...> wrote:
> Just wanted you to know that I still think of you, Barbara.
>
> Yours in Prayer,
> Betty White

Thank you Betty. Hope you are your family are doing okay.

Barbara

Just wanted you to know that I still think of you, Barbara.

Yours in Prayer,
Betty White

--- In sr111@yahoogroups.com, cecil02_99 <no_reply@y...> wrote:
> to both of you.  I hope that the past year has been good, and both
of
> you are doing well.  Having been in this industry for most of my
adult
> years, each time we suffer an incident, my thoughts return to the
many
> unfortunate accidents in times past, SR111 being one of them.  As
the
> anniversity approaches, please know that my thoughts also are of you
> and Mark.  As I began
> Best Regards, Cecil

Thank you Cecil. Your thoughts are very much appreciated. This is
always a difficult time of year with September approaching. I hope you
and your family are well.

Barbara

to both of you.  I hope that the past year has been good, and both of
you are doing well.  Having been in this industry for most of my adult
years, each time we suffer an incident, my thoughts return to the many
unfortunate accidents in times past, SR111 being one of them.  As the
anniversity approaches, please know that my thoughts also are of you
and Mark.  As I began
Best Regards, Cecil

posted Tue November 30 2004 01:06 AM
Posted 11/28/2004 8:58 PM

Editorial from USA TODAY regarding swissair:





Today's Top News Stories


FAA flies blind to risks
For employees in many fields, "outsourcing" is a dirty word. Airline
passengers may now have reason to feel the same way.
The Federal Aviation Administration (FAA), guardian of air safety,
depends on more than 13,000 private companies and individuals to
perform a variety of safety-related tasks: testing applicants for
pilot's licenses, signing off on the installation of complex airline
equipment, and the like. As in the private sector, it's a money
saver.

But a new report from Congress' Government Accountability Office
(GAO) finds gaps in the system, with dangerous implications.

The report was requested after USA TODAY exposed laxities that may
have contributed to the 1998 crash of a Swissair jumbo jet that
caught fire and plunged into the Atlantic off Canada, killing all
229 aboard.

Canadian safety officials couldn't pinpoint the location of the
short-circuit that started the fire, but the plane's entertainment
system was a primary suspect. The installation of that system was
overseen by a company that the FAA had repeatedly criticized, even
briefly lifting its authorization to do FAA safety work.

Problems at the company were plentiful. On one Swissair plane, the
inspection firm certified the entertainment system before it was
functional. And prior to the Swissair job, the FAA found problems in
11 other safety certifications that the company had issued.

Now, the GAO has found numerous other weaknesses in the outsourcing
system, including:

•Lax oversight. During the past seven years, the FAA's Washington
headquarters has evaluated only six of the 18 programs that use
outsourcing. Even when red flags have appeared, the FAA hasn't
always followed up. For instance, in 1999, the FAA found that
inspection firms in the Orlando area had signed off fraudulently on
test results for hundreds of airline mechanics seeking certificates
to work on planes. The FAA was forced to retest them. Yet, the
mechanics program, which includes 385 private examiners, has not
been evaluated since then, according to the GAO.

•No penalties. Inactive, unqualified or poorly performing firms are
not identified and removed expeditiously. FAA field offices told the
GAO that the firing process is too time-consuming. In one case, an
FAA engineer said it took two to three years.

•Overworked inspectors. Some FAA inspectors had too great a workload
to conduct required surveillance.

The FAA points to the GAO's conclusion that there are no "systematic
safety problems" in the agency's oversight.

That, however, sidesteps the real danger: The FAA's spotty oversight
leaves it blind to potential problems. Its lack of follow-up leaves
questionable operators in place to approve pilots, mechanics and
complex aircraft alterations, such as Swissair's system.

Crashes are rare, and millions of flights each year operate safely
under the system. But the FAA shouldn't need another Swissair to
know that without quality control, its outsourcing system is flying
blind.
http://www.usatoday.com/news/opinion/editorials/2004-11-28-our-
view_x.htm

Cinzia, I received your message and tried to respond to you
privately but my email was returned. I just wanted to tell you that
I share your pain over this terrible tragedy. I certainly do
remember you and that you lost your beloved brother. My heart is
with you. If you want to correspond, please write to babsf342@...
Thanks for writing.
Barbara

Aviation Safety: FAA Needs to Strengthen the Management of Its
Designee Program. GAO-05-40, October 8.
http://www.gao.gov/cgi-bin/getrpt?GAO-05-40
Highlights - http://www.gao.gov/highlights/d0540high.pdf

Also check out Gary Stoller's latest USA Today article:



http://www.usatoday.com/money/biztravel/2004-11-18-faa-oversight-
criticized_x.htm

--- In sr111@yahoogroups.com, cecil02_99 <no_reply@y...> wrote:
> Barbara, Mark, and others which might monitor this site.
>
> Another aniversity has passed, and I wanted to tip my hat to all
of
> you as a most small and probably inadequate jester, but to let you
> know my thoughts still recognize this date.  All the best, Cecil.

Thanks Cecil, your thoughts are always appreciated.

Barbara

Barbara, Mark, and others which might monitor this site.

Another aniversity has passed, and I wanted to tip my hat to all of
you as a most small and probably inadequate jester, but to let you
know my thoughts still recognize this date.  All the best, Cecil.

Mark and Barbara, just a quick hello and to let you know that from
time to time I check in to your board.  I hope that both of you are
doing well, and that the cliche time heals all is in so way
helping.  By best regards, C.

Safety News: The War is Still On

By Jim McKenna, Managing Editor

In aviation, we pride ourselves on safety. It is not just the
engineer, mechanic, pilot, or inspector who is responsible for
safety, we assert to basically anyone who asks. Each is and each
backs up all the others. This robust system is what makes flying
safe.

But pride can degenerate into delusion. This is illustrated by
investigations into the 1998 crash of a Swissair MD-11 and last
May's breakup of a China Airlines Boeing 747.

The Transportation Safety Board of Canada in late March wrapped up
its investigation of the September 2, 1998 Swissair crash. Flight
111's pilots detected smoke in the cockpit 53 minutes into the New
York-Geneva flight and diverted to Halifax, Nova Scotia. But the
trijet nosed into the Atlantic, killing all 229 on board.

The TSB's detective work is fascinating, and its report (available
at http://www.bst.gc.ca) well worth reading. It contains two salient
findings. First, regardless of what the pilots had done or how fast
they acted, the fire would have overpowered them before they reached
Halifax. Second, the fire started by arcing in the cockpit's right
rear overhead was lethal because it was fed by elements that
shouldn't exist in combination on an aircraft—elements that were all
known (or should have been) before the accident to those who pride
themselves on protecting safety.

The chief arcing suspect was wiring for the MD-11's in-flight
entertainment network (IFEN). Its designer and the FAA signed off on
an installation that hooked the IFEN to a primary bus, which left
the pilots unable to turn it off and stop the arcing.

That arcing ignited lining on thermal/acoustic insulation that
everyone assumed was not flammable because it had passed FAA
certification. Chinese investigators had told the FAA and Boeing
months before the Swissair accident of an MD-11 that proved the
insulation was flammable, but nothing was done until after Flight
111 crashed. Insulation blanket certification standards have since
been revamped, the TSB noted, but other material that is just as
flammable contributed to the Swissair fire and is still flying.

Finally, the TSB noted, circuit breakers on Flight 111 failed to cut
off power to the arcing circuit. Breakers fail in one of two ways,
the Canadian investigators noted. They trip too easily, which is a
nuisance but not necessarily a safety problem, or they fail to trip,
which leaves the circuit unprotected and creates a safety problem.
Is that news to anyone?

When China Airlines Flight 611 broke up at 35,000 feet over the
Taiwan Straits, all 225 on board died. Investigators for the
Aviation Safety Council of Taiwan are still searching for the causes
of that crash. But their findings to date prompted the U.S. National
Transportation Safety Board to call for a review of all repairs that
may hide damage to the pressure vessels of transport aircraft.

It seems that about seven months after the accident aircraft was
delivered new to China Airlines in July 1979, the 747 suffered a
tail strike that seriously gouged its aft belly skin. The airline's
engineers came up with a temporary repair installing doubler plates
on the belly. China Airlines said a permanent repair was later done,
but investigators have found no proof of that. Furthermore, the
temporary fix apparently was done incorrectly.

Boeing calls for removal of the damaged skin before a doubler is
installed, according to the NTSB, but China Airlines mechanics
placed the doublers over the damaged skin. Over more than 22 years,
the tail-strike gouges concentrated stresses that caused many small
cracks along a rivet line—10 feet worth of cracks. Such cracking,
which metallurgists call multiple site damage, is like perforation
in paper. It creates the potential for a piece of metal to unzip
from its frame, especially when the metal is part of the airplane
that is repeatedly exposed to pressurization cycles. This is what
happened to the upper fuselage of the Aloha Airlines 737 in 1988,
and now apparently is a suspect in the search for why that China
Airlines 747 burst open at altitude.

Incidents like these belie the robustness of safety. Where were all
the engineers, mechanics, and regulators who saw that the Swissair
MD-11's IFEN was hooked to a primary bus, or that failed breakers
need a better fix than a reset/replacement? Why do we tolerate
unnecessary fire hazards in areas unprotected by detectors or
extinguishers? Who was it that failed to challenge the continued use
of a temporary repair that was deficient to begin with? Perhaps
pride has no place in an endeavour that demands constant, untiring
vigilance.

As U.S. troops marched into Baghdad in early April, a radio reporter
asked a Marine colonel how he felt about the achievement. The
colonel's answer held a lesson for everyone in aviation. He pointed
out that the war was still on. Then he said: "As soon as you think
you're safe, that's when you're going to start making mistakes. And
those mistakes are going to get Marines killed." They'll get
passengers and crews killed, too.

http://www.aviationtoday.com/cgi/am/show_mag.cgi?
pub=am&mon=0503&file=0503safetynews.htm

Head in the sand sightings

Every year the Ostriches Anonymous Association (OAA) recognizes the
most obtuse statement coming out of the mouths of aviation industry
officials that "deny, discount or ignore" a significant aviation
risk. The intent of this effort is to improve air safety through
greater application of common sense. Members submit "sightings," of
which more than 60 were made in 2003. The member submitting the
winning sighting will be recognized at the association's annual ball
Feb. 27. Herewith, a sampling from the year just completed:

Federal Aviation Administration (FAA) spokesperson: Who reported
that the agency had enough people to monitor maintenance at all
airlines because "the cyclical nature of the aviation business" has
conditioned the agency to deal with a number of troubled airlines at
once. "We've been here before so there's nothing particularly
extraordinary that would leave us unprepared." To put this in
context, in the previous week 1) United Airlines [OTC: UALAQ] filed
for Chapter 11 reorganization, and 2) an FAA inspectors union
spokesperson estimated the need for 500 more inspectors to do the
job right.

Airline security personnel: Who kept a pilot from his plane after a
security agent said he smelled alcohol and mint on the pilot's
breath. After passing a field sobriety test, he was taken away to
the county jail where he was given a BAC [blood alcohol content]
test, the results of which were 0.4 mg per 100 ml of blood, one-
tenth the FAA's limit. Medical experts reported that the presence of
0.4 mg alcohol would easily be within the "clutter" around zero, and
which could have been induced gargling with Listerine (13.5- proof).

Federal regulators: Whose decrees mandated that U.S. Marines flying
to the Middle East on chartered airliners (to take the U.S. war on
terrorism to the enemy) could not carry their knives in the cabin
but could keep the M-16 rifles and M-60 machine guns with them.

U.S. Forest Service spokesman: Who responded to reports that the
pilot of a crashed firefighting air tanker had expressed concerns
about being "pushed" to fly planes of questionable structural
integrity: "Whatever Steve was thinking about his equipment or
pressures in his company was Steve's thing, not something the Forest
Service was involved in."

FAA spokesperson: While agreeing with a Department of Transportation
Inspector General (DOT/IG) finding that 18 of 21 outside contractors
of commercial airliners were using incorrect parts, improperly
calibrated tools and outdated repair manuals, stressed that the
report did not say passengers were in any danger.

Freight forwarding company CEO: Whose company booked a crate
containing a man shipping himself as air freight: "The incident
highlights the effectiveness of the TSA [Transportation Security
Administration] known shipper program and how it is safeguarding
American skies. The shipment in question was consigned to [our
company], which rigidly complied with the known shipper program and
routed the shipment to an all-cargo transport. The end result is
that through our diligence, no passengers were placed at risk.
Strict adherence to TSA regulations establishes that the
government's procedures are effective." To this statement, the OAA
remarked, "Of course, the 'known shipper' didn't know what/who was
in the crate, either. Try explaining if he had popped out during
flight, shot the crew, and flown the plane into downtown Pittsburgh,
or Memphis."

Airline spokesperson: Who said, noting that all twin-engine
airplanes are certified by the FAA to fly on one engine if
necessary, "While it may be a little bit alarming for a passenger to
see the propeller stop, at no time did we compromise their safety."
This statement was made in reaction to one of the company's aircraft
returning to the same field twice because of engine problems.

FAA spokesperson: Who said, "Any time there's a fire, there's a
concern to us, but cracked windshields rarely affect the safety of
the aircraft," after an electrical short in the windshield heater on
a B777 caused it to crack violently at cruise altitude over the
North Atlantic, accompanied by a cockpit fire (extinguished by the
crew).

An update on 'Robert's Run'. Robert's uncle Philip Baker,
participated in the 25th Ironman Triathlon World Championship in
Kailua Kona, Hawaii, in memory of Robert, and his parents who were
tragically killed on sr111.

http://www.robertsfund.com/Robert's%20Ride%202003.htm

--- In sr111@yahoogroups.com, Erdal Hanyaloglu <ehan@y...> wrote:
> Hi All,
> Does anybody aware of any funds to support Aviation Accidents
related? We are a support group formed after THY-634 accident to but
civil action group should be turned to an organization to control
necessery precautions to prevent such disasters to achieve its goal.
Also any suggestions to form a international league among Aviation
Accident support groups?.
>
> Looking for information related this
> Regards
>

Mr. Hanyaloglu, You might want to contact the following group as
they are a large air safety group based in Washington, D.C. They
accept contributions, and offer membership to family members. Gail
Dunham is very dedicated to air safety and might be able to answer
some of your questions.

Gail Dunham, is the head of this organization- National Air Disaster
Alliance/Foundation (NADAF), located in Washington D.C.
www.planesafe.org  Hope this helps.

Barbara

Hi All,
Does anybody aware of any funds to support Aviation Accidents related? We are a
support group formed after THY-634 accident to but civil action group should be
turned to an organization to control necessery precautions to prevent such
disasters to achieve its goal. Also any suggestions to form a international
league among Aviation Accident support groups?.

Looking for information related this
Regards

barbarafetherolf <no_reply@yahoogroups.com> wrote:
Just wanted to bring your attention the Robert Martin Maillet
Memorial Fund. Robert was 14 months old when he and his parents,
Karen and Denis were tragically killed in the sr111 crash. The
mission of this fund is to 'support organizations that improve the
lives of children.'

In '03, the money contributed was used to support, a big buddy
program, a crisis shelter for children, as well as awarding 8
scholarships to high school students 'who have demonstrated a
significant committment to building bridges, between people of
different races, religions and/or cultures, or are otherwise
deserving of aid.'

To contribute to this fund:

Robert Martin Maillet Memorial Fund
Baton Rouge Area Foundation
402 N. Fourth Street
Baton Rouge, LA 70802



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[Non-text portions of this message have been removed]

Just wanted to bring your attention the Robert Martin Maillet
Memorial Fund. Robert was 14 months old when he and his parents,
Karen and Denis were tragically killed in the sr111 crash. The
mission of this fund is to 'support organizations that improve the
lives of children.'

In '03, the money contributed was used to support, a big buddy
program, a crisis shelter for children, as well as awarding 8
scholarships to high school students 'who have demonstrated a
significant committment to building bridges, between people of
different races, religions and/or cultures, or are otherwise
deserving of aid.'

To contribute to this fund:

Robert Martin Maillet Memorial Fund
Baton Rouge Area Foundation
402 N. Fourth Street
Baton Rouge, LA 70802

--- In sr111@yahoogroups.com, maillet_isabelle <no_reply@y...> wrote:
> 5 years...
> with all my love,
> Isabelle

Isabelle, I don't check this site very often anymore now that Mark
and I are at swissair111.org but I wanted to send your family our
thoughts and love. Also could you please post (or another family
member) the address to which members of this group can send a
contribution in memory of Robert and his parents who were tragically
killed on swissair 111? Thank you.

With much love,
Barbara

" ANOTHER DAY"


I still have a sad heart since you went away

Things in life have never been the same

Sometimes my belief and trust in God sways

Yet, I remember your smiling face and forget the blame.


You were not alone on that dark night

Many loved ones were with you when God called your name

It has been 5 years but it seems like yesterday

So when I go to sleep I remember tomorrow is the same....another day

without you.

Today would have been Dr. Robert L. Stauter's 51st birthday.  He was
a  a passenger on Swissair 111.

He was 45 years old when he was taken from us.  His life was one of
dedication to learning, caring, and giving to his family and friends.

He was a teacher, a doctor, a lawyer, a pilot, a son, a brother, an
uncle, and a friend.


God bless Stauter.

From his friend, Carla.

5 years...
with all my love,
Isabelle

--- In sr111@yahoogroups.com, paxsafetyguy <no_reply@y...> wrote:
> Dear Barbara, Mark, Lyn and Dr. Hanyalioglu and all others who
> suffered from these two tragedies:
>
> Even for someone who did not lose a friend or a family member in
> either crash, it is impossible not to pause and reflect on the
> terrible loss --- for the living and the dead --- in these
terrible
> tragedies. The passage of time does not dim the pain that even
those
> of us who are on the periphery of the events feel, knowing that
> family members are feeling so much more.
>
> Sorry to have been silent for so long - my activism continues,
albeit
> under the ARFF banner. The fight continues, as it always must. The
> price of complacency is simply too dear.
>
> For those with the stomach for more heartache, read the recently
> released Report on the Columbia (space shuttle)tragedy.  It's
> available at www.caib.us  So many common themes . . . it's both
> incredibly sad and unbelievably ironic.
>
> Pax

Pax Thanks so much for caring all these years later. You have been a
great help to us over the years and we always welcome your
intelligent posts. You are so right that time has not dulled the
pain. If you stop back here and read this, I was wondering if I
could move your post over to the new swissair111.org board. I will
only do that with your permission. Thanks again for being here &
caring about all those suffering from losing loved ones on airplanes.

Barbara

Dear Barbara, Mark, Lyn and Dr. Hanyalioglu and all others who
suffered from these two tragedies:

Even for someone who did not lose a friend or a family member in
either crash, it is impossible not to pause and reflect on the
terrible loss --- for the living and the dead --- in these terrible
tragedies. The passage of time does not dim the pain that even those
of us who are on the periphery of the events feel, knowing that
family members are feeling so much more.

Sorry to have been silent for so long - my activism continues, albeit
under the ARFF banner. The fight continues, as it always must. The
price of complacency is simply too dear.

For those with the stomach for more heartache, read the recently
released Report on the Columbia (space shuttle)tragedy.  It's
available at www.caib.us  So many common themes . . . it's both
incredibly sad and unbelievably ironic.

Pax

--- In sr111@yahoogroups.com, "ehan" <ehan@y...> wrote:
> We are a group of families/friends victims of the Turkish Airlines
> THY-634 accident in Diyarbakir Turkey, at January 8, 2002. We are
> looking for the answer of the same questions you did ask and
having
> the same terrible experience you had before.
> Please accept our heartfelt condolences for your losses on the
> Swissair 111 an this fifth anniversary.
>
> best regards,
> E. Hanyalioglu, MD
>
>
> Our website is:
> http://groups.yahoo.com/group/thykaza/
>
> and e-mail address is:
> ehan@y...

Dr. Hanyalioglu,

Thank you so much for your very kind comments. I hope you and the
other family members of that terrible crash get some answers. I
personally feel that for the most part the families of swissair 111
did from the final report released in March. The implications are
very disturbing.

Thanks for your condolences and if you have a chance check out
swissair111.org.

Sincerely,
Barbara Fetherolf
Mother of Tara Fetherolf, age 16, killed in the swissair 111 crash