My computer is giving me difficulties. I’ve got 100 pages of information, looking at a lot of sources and sorting a lot of data, and now I’m getting security warnings on Word, Word crashed and when I retrieved the document with the information Word said they “repaired” it (how’d it get “broken” in the first place?), the computer is really slow, etc. This always happens when I’m preparing to post a big project and gathering my documentation.
But I’ll give you the basic gist of why I suspect foul play, which I will flesh out as I am able:
REASON NUMBER ONE: Two Cessna engine failures in close proximity that the NTSB broke protocols on by failing to secure the evidence.
In 34 years of NTSB investigations they had 2 Cessna 208 engine failures - both due to operational issues such as water in the fuel and the flight conditions. Then within 50 days and 25 miles of each other there were 2 engine failures, both of which required NTSB investigations as if a crime had been committed and yet the NTSB allowed the involved air company free access to tamper with the evidence. In the Fuddy crash Makani Kai Air was left totally in charge of finding and retrieving the wreckage, and within 5 days at a depth below the effect of waves the fully-intact plane somehow managed to have its engine dismantled from the rest of the fuselage. And the Makani Kai mechanic - the prime suspect if there was sabotage - will be on the NTSB’s team taking the engine apart and deciding whether there was sabotage.
The first of those engine failures occurred exactly 3 days after Doug Vogt filed a case naming Loretta Fuddy as defendant. The second, in which Fuddy was killed, was exactly 2 weeks after Vogt filed another lawsuit implicating Bob Bauer, Robert Gibbs, Obama, etc in criminal activity related to the eligibility issue - and one day after Orly Taitz made public comments about the Johanna Ah Nee birth certificate being fabricated by someone at the HDOH, which I had noted earlier when I also showed that the Virginia Sunahara death certificate was clearly fabricated by someone at the HDOH.
The pilot for the first engine failure was loudly praised but never named - just like Schuman loudly praised Kawasaki but wouldn’t name him until after Hollstein went public with the name. Kawasaki is said to have been flying for Makani Kai Air for a year, but within the last year Makani Kai has updated their online pilots list at least 3 times and never listed Kawasaki. Kawasaki did fly for Aloha Air whose majority owners went in on a joint effort to start Mokulele Express after Aloha went bankrupt a few years ago. Mokulele Express is the company involved in the first engine failure. I can’t find out who Kawasaki was really flying for, but it is altogether possible that when Aloha Air went under he went to the fledgeling offshoot of Aloha, Mokulele Express. If that was the case he could have been the pilot for both of those engine failures, each one of them strategically timed with new pressure regarding Fuddy’s potential crimes.
REASON NUMBER TWO: There are critical discrepancies in the timelines mentioned by Mark Miller (DOH administrator in Kalaupapa) and by Josh Lang and the NTSB. If Miller is right, then the Coast Guard took 2 hours to make a 15-minute flight back to Honolulu, keeping 2 patients from medical care. If Josh Lang and the NTSB are right, then the Coast Guard took an hour to make a 15-minute flight to the crash site AND a death was reported in the media before anybody could have known there was a fatality.
REASON NUMBER THREE: Janice Okubo, communications director for the HDOH, told the media that they were notified that Fuddy was alive. The day AFTER the crash, Lt. William Juan, the spokesperson for the Maui County Police Chief, said that Fuddy’s body had been retrieved from the wreckage. The Maui County Police and Fire Depts are in charge of all of Maui County, which includes Molokai and Lanai as well as Maui. There are fire and police stations on Molokai, but they are under the headship of the chiefs in Maui. Maui County does not have a coroner; the police chief is to assume that role. So the spokesman for the acting coroner in Fuddy’s case - the one who is supposed to collect the information from the primary sources - said, the day after the death, that Fuddy’s body had been recovered from the wreckage. That’s in major conflict with what all of the witnesses said.
REASON NUMBER FOUR: The Coast Guard violated their protocols when they passed Fuddy by, and lied about their protocols to the media. (The only reason I can think for a person to publicly lie about protocols is if they know they won’t be canned for it - specifically, if they’ve been TOLD to break protocols). And once they got her into a helicopter their task was to do CPR on her while transporting her to a critical-care facility, unless and until a doctor told them to stop. As it is, we don’t even know whether they picked up Fuddy at all.
REASON NUMBER FIVE: The most injured person on the plane - the pilot - declined medical care so he could instead be whisked away by a Makani Kai plane, along with Yamamoto, who did NOT return to work and is not going to replace Fuddy; Abercrombie says he is worried about Yamamoto’s “health”. The Coast Guard took 2 injured passengers to the Makani Kai Honolulu airport rather than transporting them directly to the hospital in stable condition. They flew the big plane (HC-130) directly to Queens Hospital for another patient, who is NOT any of the 9 people on the plane that we knew about, because we know each of their outcomes and it wasn’t a direct flight to Queens).
REASON NUMBER SIX: All the reports - including the Coast Guard officials - claimed 9 people were on board the plane, at the same time as saying that 3 were picked up alive by the Coast Guard and 5 were picked up alive by the Maui Fire/Rescue Crew. Hollstein wasn’t retrieved from the water; he swam to shore on his own. So we’ve got 8 people picked up alive, one who swam to shore, and Fuddy, for a total of 10. There is a female passenger who appears in the image in post 45 of this thread who is not Fuddy (has the wrong color shirt and Fuddy’s distinctive hair is visible closer to the door), nor Rosa Key, nor the 74-year-old woman who is pictured in Puentes’ photo wrapped up in blankets. So there is a 4th female passenger, in addition to the 5 male passengers (Yamamoto, Jacob Key, Puentes, Hollstein, and the 70-ish-year-old guy) and the pilot, Kawasaki. Ten people on board. And that 10th person - the 4th female - has to be the person who was flown directly to Queens Hospital on a big Coast Guard plane. Who was she? Why was she Medevaced directly to Queens when the NTSB said there were no serious injuries? And why did the Coast Guard, Schuman, and everybody else let the whole world think that she didn’t exist?
REASON NUMBER SEVEN: Somebody is targeting me in the last couple days, once the suspicious nature of this crash was solid in my mind. My computer has been doing weird stuff like suddenly closing out of all my web pages for no reason. But something blatant has happened as well. A friend who has been helping me find information on this subject gave me his hushmail address in Freepmail after signing into his account on the 7th. When I went to email him less than an hour later I was told his account was deactivated. I told him I thought it was a message to me, that I was being watched - in an attempt to intimidate me. He said somebody could have just hacked his account and deactivated it, though he thought it odd also.
Two days later, on the 9th, my hushmail address was deactivated also. I contacted hushmail and they denied that it had ever been deactivated - said I must have had a typo in the address so then the password didn’t match up. But I use a drop-down box so I can’t have misspelled it, and I tested using a wrong password on my newly-restored account and it gave a totally different message. The message I received about my account being deactivated was also different than what my friend received, so these actions were not automated events. Either it was a hacker or it was somebody at hushmail, but hushmail was denying that anything had even happened. And it all started less than one hour after my friend gave me his hushmail address in Freepmail.
I also spoke to somebody at one of the Hawaii state offices who accidentally said he would have to talk to the “Office of Government Affairs” before he could have somebody reply to an email request I had made, because “they monitor that email address” (meaning my email address). It sounded like he knew immediately after saying it that he shouldn’t have said it. I don’t want him to get in trouble for it; nobody should have to worry about getting into trouble for simply telling the truth. I’ve known all along that they’ve been monitoring my email address, but somebody finally accidentally came out and told me so. I have never done business with this department, and after looking around I think he may have been talking about the HI Senate’s intergovernmental affairs committee. If so, then I’d be interested to know what makes the HI Senate think they need to watch out for me.
REASON NUMBER EIGHT (although this is more intuitive than actually proof of anything): Nobody panicked. When the first (possibly practice) engine failure occurred off of Maui on Oct 21, the description was that people were screaming and crying. This was more like a fire drill. Almost like it was expected.
Anyway, that’s the basic outline of why I believe there is more to this story than meets the eye. I’ve got documentation for every point and want to nail down some more details and follow some more leads. There are facts and observations that are interesting, raise my eyebrows even though they don’t directly prove anything, and there is a lot of information about how easy it would be to cause something that looks like engine failure, in such a way to provide cover for a death by other means. IIRC, the NTSB has found that 8% of crashes are caused by deliberate sabotage, sometimes for insurance purposes and sometimes for assassination. The easiest method of sabotage would match what happened in this case and the evidence of the sabotage could easily be removed by tampering with the engine, as Makani Kai and Mokulele Express both had access to do in the 2 recent “engine failures”. The point of doing it this particular way is to have the crash occur soon after takeoff, to preserve the lives you want to survive. Having a very politically-connected pilot hovering overhead the whole time to make sure everybody was OK, as well as sending (eventually)a Navy H-60, 2 medium boats from Station Molokai, 2 cutters, and a Seahawk...
Like I said, I will flesh this stuff out when my computer is not delaying on every move I make.
Now that you have publicly stated your research, if anyone is messing with you, they will have less reason to go after you.
Be safe butter.
“In 34 years of NTSB investigations they had 2 Cessna 208 engine failures - both due to operational issues such as water in the fuel and the flight conditions.”
Is this one of them?
https://www.youtube.com/watch?v=mk33A-yXa34
According to the comments:
“This wasn’t the only PT-6A engine failure this year. There were at least five others. As pilots, we were always taught that the Pratt & Whitney turbines are bullet-proof. This video is evidence that they are not.”
FAA Airworthiness Directive (October, 2013)
“We propose to adopt a new airworthiness directive (AD) for all Pratt & Whitney Canada Corp. (P&WC) PT6A-114 and PT6A-114A turboprop engines. This proposed AD was prompted by several incidents of compressor turbine (CT) blade failure, including two fatalities, resulting in power loss and in-flight shutdown (IFSD) of the engine.”
And the lawyers are on it:
http://www.slackdavis.com/cessna-caravan-crash-molokai-hawaii/
“We have successfully litigated and resolved prior Cessna 208B Grand Caravan fatal crash cases against Cessna for loss of control due to icing, and against Pratt & Whitney for CT blade failures.”
“In 34 years of NTSB investigations they had 2 Cessna 208 engine failures - both due to operational issues such as water in the fuel and the flight conditions.”
Here are some more Pratt Whitney PT-6 engine failures caused by turbine blade failures. Several of them are in the Cessna 208 and several more are in the engine that the 208 uses PT-6A114. Many of them have the same description - loud bang followed by loss of engine power.
1994
http://www.ntsb.gov/aviationquery/brief2.aspx?ev_id=20001206X01229&ntsbno=CHI94LA147&akey=1
“...inspection revealed, “One C.T. blade had fractured through the airfoil in high cycle fatigue. The nature of the origin could not be determined. The remainder of the C.T. blades had fractured in tensile overload.”
2004/2005
http://fsims.faa.gov/PICDetail.aspx?docId=MAY2005
“SUBSEQUENT INSPECTION REVEALED COMPRESSOR TURBINE AND POWER TURBINE BLADE DAMAGE.”
2005/2006
http://fsims.faa.gov/PICDetail.aspx?docId=JUL2006
11/29/2005
“SUBSEQUENT INSPECTION REVEALED FRACTURED POWER TURBINE BLADES.” PT6A66
1/22/06
“PRELIMINARY INVESTIGATION HAS REVEALED TURBINE BLADE DISTRESS.” PT6A114A Cessna 208B
03/02/06
“INSPECTION REVEALED THAT THE COMPRESSOR TURBINE BLADES HAD SUFFERED EXTENSIVE DAMAGE. 12 CT BLADES WERE FOUND DAMAGED TO VARYING DEGREES OF THE BLADE SURFACE MISSING. ANOTHER 12 BLADES EXHIBITED FATIGUE CRACKING EMANATING FROM THE TRAILING EDGE OF THE BLADE.” PT-6T
04/05/06
“SUBSEQUENT INVESTIGATION REVEALED FRACTURED COMPRESSOR TURBINE BLADES.” PT6A34AG
4/7/06
“SUBSEQUENT INSPECTION REVEALED FRACTURED POWER TURBINE BLADES.” PT6A25
4/29/06
“SUBSEQUENT INSPECTION REVEALED DAMAGED POWER TURBINE BLADES.” PT6A67D
05/08/06
“SUBSEQUENT INSPECTION REVEALED DAMAGED POWER TURBINE BLADES.” PT6A67D
5/30/06
“UPON INVESTIGATION BY MAINTENANCE THE RT ENGINE SEEMS TO HAVE SUFFERED A POWER TURBINE BLADE FAILURE.” PT6A67D
5/31/06
“SUBSEQUENT INSPECTION REVEALED FRACTURED POWER TURBINE BLADES” PT6A67D
Also in 2006 (03/05 and 03/09) there were two Cessna 208Bs that suffered sudden engine failure but the cause had not been determined at the time the report was written.
2006/2007
http://fsims.faa.gov/PICDetail.aspx?docId=JUN2007
12/20/2006
“SUBSEQUENT INSPECTION REVEALED FRACTURED POWER TURBINE BLADES.” PT6A27
01/25/07
“THE BLADE WHICH FAILED AT THE FIRTREE SHOWED EVIDENCE OF FATIGUE WITH AN ANOMALY AT THE ORIGIN.” PT6A65B
2009
http://fsims.faa.gov/PICDetail.aspx?docId=JUN2009
4/21/09
“CT BLADE FAILURE” PT6A27
4/29/09
“POWER TURBINE BLADE FAILURE” PT6A114
5/5/09
“A VISUAL INSPECTION OF THE ENGINE REVEALED THAT IT EXPERIENCED AN OVERTEMP CONDITION AND THE TURBINE BLADES WERE MELTED. PARTS OF TURBINE BLADES WERE FOUND ON THE RUNWAY WHERE THE PILOT HAD JUST LANDED.” PT6A114 Cessna 208
2010
http://aviation-safety.net/database/record.php?id=20100905-0
“The accident resulted from the creep rupture of one or more blades of the turbine compressor leading to failure of the engine in flight.” PT6A-114A Cessna 208B
1/20/11
http://fsims.faa.gov/PICDetail.aspx?docId=JUN2011
Catastrophic engine failure on Cessna 208B with PT6A114 engine. Caused not determined at time of report.