The following were posted on Facebook and LinkedIn, shortly after the crash of Germanwings Airline, explaining the facts and what they suggested, starting on March 24, 2015, before the flight data and cockpit voice recorders were analyzed. This is simply possibilities:

Facts as known now at 9 am PDT, March 25, 2015

•On a flight from Barcelona, Spain to Dusseldorf, Germany, shortly after reaching 38,000 feet, the aircraft suddenly dove into the ground at 400 knots, at a steady heading, descending about 4,000 feet per minute, toward the Alps.

•Absence of crew emergency calls are meaningless. Competent pilots would be handling emergencies and not diverting attention from life and death situation to make radio calls and respond to questions from the person on the ground.

•Pressurization failure causing pilots to descend into the ground. The weather at the time was reported clear, and pilots would not continue flying at high speed of 400 knots, into high terrain of the Alps when the Mediterranean was behind them.

•Sudden incapacitation of both pilots: The flying of the aircraft at a relatively constant 400 knots and 4,000 feet a minute on a straight course indicates someone controlling the aircraft. Also, it would be improbable that two pilots would suddenly become medically incompetent at the same instant (unless a terrorist entered the cockpit and disabled the pilots).

•Aircraft exploding in flight: improbable. Radar shows a single target; exploding in flight would leave a debris field much wider.

Possible causes:

•Total engine failure: improbable. If that was the case, pilots would be seeking to lose altitude as slowly as possible by flying at a slower speed, rather than 400 knots. Further, the aircraft would be turned around toward the Mediterranean, rather than continue into the French Alps.

•Flight control failure, less probable. Flight control failure, such as what happened on an Alaskan Airline MD-80 that dove into the Pacific Ocean due to a worn elevator shaft assembly. However, engine power would have been reduced to idle thrust rather than at high thrust.

•Terrorism act: Supporting this possibility, of a terrorist getting into the cockpit and disabling the pilots, and flying the aircraft into the ground. Support for that would be (a) continuing high airspeed of 400 knots down to ground impact; non-erratic flight path; with high engine thrust (as indicated by reported personnel on the ground reporting the sound of high jet engine noise), provides signs of the aircraft under control.

•The destabilizing of the Middle East and the hatred generated by those efforts makes aircraft terrorism a probable threat.

Value of finding and evaluating the cockpit voice recorder:
•The cockpit voice recorder would reveal if someone entered the cockpit and disabled the crew; if that did not exist, then help in determining what the pilots were confronted with.

Value of the flight data recorder:

•Engine or equipment malfunction; setting of controls. No help in determining presence of terrorist.

March 25, 2015. Details provided hours later, after release of information that one pilot left the cockpit, and before any other information was made known from the cockpit voice recorder:

•One pilot left the cockpit, probably to go to toilet. The other pilot did not unlock the cockpit door to let the pilot return.

•Simultaneously, the aircraft was put into a rapid descent and flown into the ground, most indicative of a pilot deliberately crashing the aircraft.

•TV discussions stated maybe there was a medical emergency by the pilot in t he cockpit and he dove the plane to a lower altitude. That is absurd. A medical emergency would not require a dive to a lower altitude.

Probability:

•Either the pilot left behind then refused to flip the cockpit door-unlock switch, and dove the aircraft into the ground, Or, a terrorist entered the cockpit after one pilot went to the cabin toilet, and then took over the cockpit, crashing the aircraft into the ground.

•Air marshals may be needed on all aircraft, as existed in the U.S. on selected aircraft starting in the 1960s. http:/www.wikileaksUSA.org/faa_sky_marshal_program.html

If it turns out to be a terrorist entering the cockpit, that would simply be the start of the many aviation disasters that Middle East terrorists can be expect4ed to do as their takeovers in the Middle East continues.
http://www.wikileaksUSA.org/harm_to_be_expected.html.

The above statements were posted on Facebook and Linkedin by Captain Rodney Stich, author of the book, History of Aviation Disasters: 1950 to 9/11.

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Findings as of August 26, 2015, after the cockpit voice recorder was analyzed:

•The captain left the cockpit, probably to go to the toilet in the cabin and then tried to reenter the cockpit.

•The co-pilot refused to press the cockpit door release, while simultaneouslly placing the aircraft into a descent that continued until ground impact, killing everyone on board.

Questions yet to be answered:

Why the co-pilot did what he did. One possibility is the massive hatred throughout the Middle East resulting from the history of brutalities inflicted upon people of the Middle East, primarily by the actions of U.S. politicians and allies in Europe. This hatred is spreading, and multiple forms of aviation and other attacks can be expected in the future.

Question arises whether there should be another person in the cockpit when one pilot leaves, which should ordinarily be for a toilet visit. But on many flights there are only female flight attendants, and the question arises as to what most female flight attendants could do in a case where the pilot is determined to crash the aircraft.