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Final Nail: Barack Obama And The Death Of Loretta Fuddy; So Many Red Flags Raised
Birther Report
4/22/2015
Excerpt:
Barack Obama And The Death Of Loretta Fuddy
Linda Jordan | Birther Report
When Hawaii Public Health Director Loretta Fuddy, a central player in the production of Barack Obama’s forged birth certificate, died in a mysterious plane crash1, many people suspected foul play, as improbable as it seemed. Now a wrongful death lawsuit, filed by Fuddy’s brother, has lawyers suggesting that someone may have tampered with the engine.
When Loretta Fuddy stepped into that vault at the Hawaii Department of Health and retrieved what she said was Barack Obama’s original, 1961, Certificate of Live Birth, she stepped into the history books. Fuddy said she made a paper photocopy of the document and gave it to Obama’s lawyer, Judith Corley from the Perkins Coie law firm. Obama says he then scanned and posted the birth certificate on to the White House website on April 27, 2011 to convince us of his citizenship.2 What he posted has been proven by experts to be an abject forgery.3 Among them, Reed Hayes who is a Certified Document Examiner in Honolulu, Hawaii and has been hired by Obama’s own lawyers for his expertise.
The day of the plane crash, December 11, 2013, there were nine people on board. Clyde Kawasaki was the pilot. Kawasaki and several passengers have said that shortly after take off they heard a loud metallic thud or bang and the engine lost power. Kawasaki successfully glided the aircraft to an ocean landing a few hundred yards offshore. Fuddy, who had recently been named in a Grand Jury request 4 to investigate her role, in any, in the production of Obama’s forged birth certificate, made it out of the plane and in to a life jacket. For the first twenty five minutes the group stayed together and all accounts say that Fuddy was fine and in no distress.5 At that point she drifted off with her Deputy Director Keith Yamamoto and, around eighteen minutes later, she was dead. Fuddy was the only fatality. The last person to see her alive and the only person to have witnessed her death, Yamamoto, was never interviewed by the Maui Police Department. Coast Guard rescue swimmers found Fuddy alone, floating in her life jacket around 200 yards from the nearest survivor, a woman.6 My earlier articles on Loretta Fuddy’s death can be found here.
As with many accidents a lawsuit was not too far behind. On June 9, 2014 Lewis Fuddy filed a wrongful death lawsuit against Pratt & Whitney Canada, (P&WC) the maker of the engine7 in the Cessna Caravan that Fuddy was a passenger in and against Makani Kai Air who operated the commuter aircraft. The lawsuit specifically charged P&WC with manufacturing a faulty engine which, in turn forced the ocean ditching which, in turn, caused his sister’s death.8
On July 14, 2014 P&WC responded in part,“P&WC asserts that if any product at issue was designed, manufactured and/or sold by P&WC, any damages allegedly resulting from such product were proximately caused by the unforeseeable misuse of, improper maintenance/inspection of, alteration of or tampering with such product by parties over which P&WC had no control.” (PW&C reply brief p. 5, July 14, 2014, Civil NO. 14-1-1329-06, First Circuit Court, State of Hawaii)
It is significant that P&WC lawyers used ‘alteration” and “tampering” in the same sentence. Tampering introduces the element of criminal intent. They are saying that someone may have tampered with the engine to cause harm versus “altering” it in an attempt to improve function.9 Suggesting foul play in this kind of small plane accident is not standard boiler plate language.
P&WC raised this notion five months after the engine had been recovered and throughly inspected by the National Transportation Safety Board (NTSB), P&WC and other investigators. (The inspection began 1/21/2014 at P&WC in Montreal)10 The lawyers knew what the findings of the engine investigation were when they included the possibility of tampering in their reply brief. If the inspection had shown no indication of engine “tampering”, if the experts had been able to rule out foul play, I don’t think P&WC lawyers would have brought it up.
So why did they? After reading the Federal Aviation Administration (FAA) report I can see where they are coming from.11 The “tampering” suggestion was not a shot in the dark. The FAA report includes what I think is an unusual bit of evidence found during the engine inspection.
“NTSB-has been involved with the engine tear-down at P&WC facility. The findings were somewhat limited since the engine compressor turbine blades were somewhat melted by the intense fire. Although, metals examination from P&WC metal experts are testing what is left from the engine.” (FAA Herman Rios report, p.3, 4/03/2014, updated June 2014) This seems strange to me. Why would only some of the blades melt? The area that houses the turbine blades is small. If there was a fire intense enough to melt metal it seems it would have engulfed the whole compartment. But, I am not an expert.
Note that it says the turbine blades were melted by the “intense fire” not “intense heat”. This really jumped out at me. My first thought was, “What engine are they looking at?” There are several eyewitness accounts, a video12 of the ocean ditching, photographs taken of the plane from above right after it landed, and there is absolutely nothing to suggest that there was a fire much less an “intense fire”.
I have interviewed one of the passengers in depth and they confirm that before the engine failure, during the failure, after the ocean ditching, and until the plane sank (twenty five minutes after landing) there was no visible smoke, there were no visible flames and there was not even the smell of smoke.
The pilot, Kawasaki, did say in one interview that all of the lights and alarms were going off on his dash right after the engine quit, including the fire alarm, but all he smelled was a bit of oil. Aircraft fire alarms can go off in response to heat when there is no fire.
I began to research what kind of fire or heat it would take to melt compressor turbine blades, which are designed to operate at very high temperatures. Compressor turbine blades are generally made out of a steel or nickel superalloy which increases heat resistance.13 14 In fact heat increases their strength. The melting point of this alloy is extremely high.
“Intensive alloy and process development activities during the past few decades have resulted in [nickle] alloys that can tolerate average temperatures of 1050 C with occasional excursions (or local hot spots near airfoil tips) to temperatures as high as 1200 N C, which is approximately 90% of the melting point of the material.” (JOURNAL OF PROPULSION AND POWER Vol. 22, No. 2, March–April 2006)
It took about three minutes from take off to ocean ditching. I have asked several people, who have knowledge with compressor turbine engines and the Cessna Caravan in particular, if a fire, hot enough to melt turbine blades, could occur within that time frame and if it could happen with no noticeable smell, smoke or flames. Couched in careful pilot engineer language their overall response was that the scenario did not seem plausible.
O.K., so maybe the flames would not have been visible and I am barking up the wrong tree, but at the very least it seems that smoke and/or the smell of it would have been noticed by the pilot and passengers.
The P&WC engine in question has a reputation for dependability. It is a work horse of an engine, very reliable. That said, there have been engine failures due to something called “creep” in the turbine blades.15 The tendency of a solid material, like metal, to deform, to change shape over time when subjected to stress and heat for long periods, particularly as they near their melting point. The compressor blades are housed in a shroud with precise clearance. If the spinning blades changed shape the result could be catastrophic.
P&WC safety investigator Marc Gratton identifies the specific part involved in the Cessna engine failure,“The shroud cut up clearly shows a high energy impact, confirming CT blade fracture as primary cause of engine distress however I’m afraid we won’t be able to explain the reason for the fracture.” (FAA Herman Rios report, p. 3)
It appears there was some sort of blade fracture in this case, given the damage they found to the inside of the shroud 16, but metal experts found no evidence of creep in the turbine blades of this engine. A note from P&WC Gratton, to Jim Struhsaker at the NTSB, was included in the FAA report, “Jennifer has completed the mettallurgical evaluation of the other [turbine] blades and no evidence of creep was found.” (FAA Herman Rios report, p. 3)
.............................................
View the complete Birther Report presentation at:
http://www.birtherreport.com/2015/04...-death-of.html
Birther Report
4/22/2015
Excerpt:
Barack Obama And The Death Of Loretta Fuddy
Linda Jordan | Birther Report
When Hawaii Public Health Director Loretta Fuddy, a central player in the production of Barack Obama’s forged birth certificate, died in a mysterious plane crash1, many people suspected foul play, as improbable as it seemed. Now a wrongful death lawsuit, filed by Fuddy’s brother, has lawyers suggesting that someone may have tampered with the engine.
When Loretta Fuddy stepped into that vault at the Hawaii Department of Health and retrieved what she said was Barack Obama’s original, 1961, Certificate of Live Birth, she stepped into the history books. Fuddy said she made a paper photocopy of the document and gave it to Obama’s lawyer, Judith Corley from the Perkins Coie law firm. Obama says he then scanned and posted the birth certificate on to the White House website on April 27, 2011 to convince us of his citizenship.2 What he posted has been proven by experts to be an abject forgery.3 Among them, Reed Hayes who is a Certified Document Examiner in Honolulu, Hawaii and has been hired by Obama’s own lawyers for his expertise.
The day of the plane crash, December 11, 2013, there were nine people on board. Clyde Kawasaki was the pilot. Kawasaki and several passengers have said that shortly after take off they heard a loud metallic thud or bang and the engine lost power. Kawasaki successfully glided the aircraft to an ocean landing a few hundred yards offshore. Fuddy, who had recently been named in a Grand Jury request 4 to investigate her role, in any, in the production of Obama’s forged birth certificate, made it out of the plane and in to a life jacket. For the first twenty five minutes the group stayed together and all accounts say that Fuddy was fine and in no distress.5 At that point she drifted off with her Deputy Director Keith Yamamoto and, around eighteen minutes later, she was dead. Fuddy was the only fatality. The last person to see her alive and the only person to have witnessed her death, Yamamoto, was never interviewed by the Maui Police Department. Coast Guard rescue swimmers found Fuddy alone, floating in her life jacket around 200 yards from the nearest survivor, a woman.6 My earlier articles on Loretta Fuddy’s death can be found here.
As with many accidents a lawsuit was not too far behind. On June 9, 2014 Lewis Fuddy filed a wrongful death lawsuit against Pratt & Whitney Canada, (P&WC) the maker of the engine7 in the Cessna Caravan that Fuddy was a passenger in and against Makani Kai Air who operated the commuter aircraft. The lawsuit specifically charged P&WC with manufacturing a faulty engine which, in turn forced the ocean ditching which, in turn, caused his sister’s death.8
On July 14, 2014 P&WC responded in part,“P&WC asserts that if any product at issue was designed, manufactured and/or sold by P&WC, any damages allegedly resulting from such product were proximately caused by the unforeseeable misuse of, improper maintenance/inspection of, alteration of or tampering with such product by parties over which P&WC had no control.” (PW&C reply brief p. 5, July 14, 2014, Civil NO. 14-1-1329-06, First Circuit Court, State of Hawaii)
It is significant that P&WC lawyers used ‘alteration” and “tampering” in the same sentence. Tampering introduces the element of criminal intent. They are saying that someone may have tampered with the engine to cause harm versus “altering” it in an attempt to improve function.9 Suggesting foul play in this kind of small plane accident is not standard boiler plate language.
P&WC raised this notion five months after the engine had been recovered and throughly inspected by the National Transportation Safety Board (NTSB), P&WC and other investigators. (The inspection began 1/21/2014 at P&WC in Montreal)10 The lawyers knew what the findings of the engine investigation were when they included the possibility of tampering in their reply brief. If the inspection had shown no indication of engine “tampering”, if the experts had been able to rule out foul play, I don’t think P&WC lawyers would have brought it up.
So why did they? After reading the Federal Aviation Administration (FAA) report I can see where they are coming from.11 The “tampering” suggestion was not a shot in the dark. The FAA report includes what I think is an unusual bit of evidence found during the engine inspection.
“NTSB-has been involved with the engine tear-down at P&WC facility. The findings were somewhat limited since the engine compressor turbine blades were somewhat melted by the intense fire. Although, metals examination from P&WC metal experts are testing what is left from the engine.” (FAA Herman Rios report, p.3, 4/03/2014, updated June 2014) This seems strange to me. Why would only some of the blades melt? The area that houses the turbine blades is small. If there was a fire intense enough to melt metal it seems it would have engulfed the whole compartment. But, I am not an expert.
Note that it says the turbine blades were melted by the “intense fire” not “intense heat”. This really jumped out at me. My first thought was, “What engine are they looking at?” There are several eyewitness accounts, a video12 of the ocean ditching, photographs taken of the plane from above right after it landed, and there is absolutely nothing to suggest that there was a fire much less an “intense fire”.
I have interviewed one of the passengers in depth and they confirm that before the engine failure, during the failure, after the ocean ditching, and until the plane sank (twenty five minutes after landing) there was no visible smoke, there were no visible flames and there was not even the smell of smoke.
The pilot, Kawasaki, did say in one interview that all of the lights and alarms were going off on his dash right after the engine quit, including the fire alarm, but all he smelled was a bit of oil. Aircraft fire alarms can go off in response to heat when there is no fire.
I began to research what kind of fire or heat it would take to melt compressor turbine blades, which are designed to operate at very high temperatures. Compressor turbine blades are generally made out of a steel or nickel superalloy which increases heat resistance.13 14 In fact heat increases their strength. The melting point of this alloy is extremely high.
“Intensive alloy and process development activities during the past few decades have resulted in [nickle] alloys that can tolerate average temperatures of 1050 C with occasional excursions (or local hot spots near airfoil tips) to temperatures as high as 1200 N C, which is approximately 90% of the melting point of the material.” (JOURNAL OF PROPULSION AND POWER Vol. 22, No. 2, March–April 2006)
It took about three minutes from take off to ocean ditching. I have asked several people, who have knowledge with compressor turbine engines and the Cessna Caravan in particular, if a fire, hot enough to melt turbine blades, could occur within that time frame and if it could happen with no noticeable smell, smoke or flames. Couched in careful pilot engineer language their overall response was that the scenario did not seem plausible.
O.K., so maybe the flames would not have been visible and I am barking up the wrong tree, but at the very least it seems that smoke and/or the smell of it would have been noticed by the pilot and passengers.
The P&WC engine in question has a reputation for dependability. It is a work horse of an engine, very reliable. That said, there have been engine failures due to something called “creep” in the turbine blades.15 The tendency of a solid material, like metal, to deform, to change shape over time when subjected to stress and heat for long periods, particularly as they near their melting point. The compressor blades are housed in a shroud with precise clearance. If the spinning blades changed shape the result could be catastrophic.
P&WC safety investigator Marc Gratton identifies the specific part involved in the Cessna engine failure,“The shroud cut up clearly shows a high energy impact, confirming CT blade fracture as primary cause of engine distress however I’m afraid we won’t be able to explain the reason for the fracture.” (FAA Herman Rios report, p. 3)
It appears there was some sort of blade fracture in this case, given the damage they found to the inside of the shroud 16, but metal experts found no evidence of creep in the turbine blades of this engine. A note from P&WC Gratton, to Jim Struhsaker at the NTSB, was included in the FAA report, “Jennifer has completed the mettallurgical evaluation of the other [turbine] blades and no evidence of creep was found.” (FAA Herman Rios report, p. 3)
.............................................
View the complete Birther Report presentation at:
http://www.birtherreport.com/2015/04...-death-of.html