Silence Kills

A Systemic Betrayal of the Public Trust.

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Legal Defense Fund

Timeline of Fraud

Allegations

Betrayal

AIRBUS vs Boeing Trade War

Aircraft Certification

System Hazards Table

Cutting Costs Thru Fraud

AIRBUS Gross Negligence

DGAC / EASA Negligence

Outflow Valve Design Flaw

Dissimilar Redundancy

Fraud PSAC COTS TTPOS

Fraud PHAC COTS TTP/C Communications Controller

UTC / TTTech Obstruction

Fallacy of Computer Software Safety

Computer Control Replaces Mechanical Control

TTTech Retaliation Termination of Employement

Negligence of Austrian Vice Chancelor Hubert Gorbach

TTTech Defamation of Joseph Mangan

TTTech Obstruction of Justice in Malicious Prosecution

TTTech Violates Signed Settlement Agreement

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Summary and Conclusion

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Documents

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"The only thing necessary for the triumph of evil is for good men to do nothing," said British statesman Edmund Burke.

When the European Aviation Safety Agency (EASA) and AIRBUS are found by the news media to have participated in a conspiracy to protect their public image, at the expence of public safety, in acts intended to hide evidence of gross negligence, thereby threatening the public's safety, the public must demand the disclosure of evidence from EASA and AIRBUS, as proof of their safety!

An EASA source told the Telegraph that the agency was "able to confirm that TTTech was "not in conformity" with safety rules and had failed to carry out the proper tests. The key microchip was deemed "not acceptable".

Click to see London Daily Telegraph article "Airbus whistleblower faces prison"

The gross negligence of EASA and AIRBUS allowed intentional acts of fraud and false statements, committed by the AIRBUS A380 Cabin Pressurization and Control System Supplier, Nord Micro intended to hide the existence of deadly design defects in the system to go completely undetected by EASA and AIRBUS certification engineers and auditors over a period of 2 years.

A conspiracy involving top government officials of EASA, working in concert with employees of AIRBUS, orchestrated the coordinated release of slanderous and libelous public statements to the news media, in order to destroy the public credibility of a whistleblower, Joseph Mangan, who's allegations were reported in an official audit conducted by EASA and AIRBUS on September of 2004, and had in fact, been confirmed and verified as accurate, by an EASA certification team, in official findings released on April 20th 2005. The exposure of these facts by the news media, now calls into serious doubt, the credibility of the entire AIRBUS A380 certification effort.

The safety of the 850+ passengers and crew of the AIRBUS A380 can be assured at a total additional cost of $80 per aircraft to install safety locks on each outflow valve "dump door" where each aircraft costs the airlines $271 million dollars to purchase, and which has cost the taxpayers of Great Britain, France, Germany, and Spain over 11.8 Billion dollars for the A380's engineering development. A United States Jury trial finding of liability in a wrongful death lawsuit, due to acts of gross negligence and fraud, would result in an award of no less than $27 million dollars, for each death, of a passenger or crewmember.

And yet EASA refuses to demand that AIRBUS and it's system supplier, Nord Micro, install these safety locks on the outflow valves which totally eliminate the danger represented by deadly design defects in the Cabin Pressurization and Control System, obscured by proven false statements submitted to EASA and AIRBUS by the Aircraft system supplier, from causing a rapid depressurization, which can cause deaths and serious injuries to the passengers and crew of the worlds largest aircraft, the AIRBUS A380.

WHEN SILENCE KILLS:

When the AIRBUS A380 Cabin Pressurization and Control System, a life critical aircraft safety system, fails catastrophically, resulting in a tragic loss of life, the passengers and crew will not have died accidentally, they were in fact killed, sacrificed in the name of profitability by an amoral calculating corporate management, betrayed by those responsible for their safety, their lives ending in tortuous agony of searing pain, as if the entire surface of their bodies were suddenly covered in flames, a result of embolisms caused by tiny bubbles of nitrogen formed in their blood which blocks the capillaries of the skin, larger embolisms cause intense debilitating stabbing chest and back pain, with the result of stimulating a massive release of adrenaline, which rapidly consumes all remaining oxygen in the brain. Hyperventilation quickly ensues from the brain's detection of severe blood oxygen starvation, as the cabin air pressure has now fallen to a deadly level, where the alveoli in the lungs have insufficient pressure to force oxygen provided by the passenger’s yellow emergency oxygen mask, into the bloodstream, as the air pressure and the passengers blood pressure have become equalized. Passengers next begin to experience the horrifying sensation of "choking to death", many becoming violent, believing that their oxygen masks have failed, they struggle with other passengers in a desperate "fight for survival", forcefully stealing the masks of other passengers in a futile attempt to catch a single breath of life saving oxygen, in their final remaining conscious moments of life.

Innocent airline passengers lives sacrificed in a "conspiracy of silence", a systemic act of cowardice and betrayal, as each responsible individual, having failed in their duty to act with honor, courage, and personal integrity to "protect the safety of the public", each having been personally confronted with a choice to act on clear evidence of acts of fraud, and evidence of deadly design defects, to intentionally mislead and evade compliance with government aircraft certification authority safety standards, their personal integrity and principles compromised due to fear of reprisals and retribution, their inaction convicting them, "to cowardly silence", as accomplices in the original acts of fraud. Engineers, Auditors, Consultants, Managers, Corporate Executives, Boards of Directors, Professors, Research Scientists, Government Aircraft Safety Regulatory Authorities, and Judicial Systems, each safeguard having failed so completely in its responsibly to protect the safety of the public from the evil acts directed by a corrupt few, who have “recklessly endangered” the lives of future passengers and crew of the new AIRBUS A380, the world’s largest passenger airliner.

 

"If a valve were inadvertently opened, the aircraft could lose cabin pressure and it could lead to fatalities among the crew and passengers," said Thomas Willenbrink, a systems engineer for Nord-Micro”

Airbus to use time-triggered protocol on A380, By Charles J. Murray EE Times 18 July 2002  

 

MOTIVE

United Technologies Corporation of the United States business unit, Hamilton Sundstrand's subsidiary Nord Micro (UTC-HS-Nord Micro) and TTTech Computertechnik / North America  Inc. (TTTech) in conspiracy and collusion, violated with impunity, government aircraft certification authority requirements, regulations, and policies intended to protect the safety of airline passengers. In order to save substantial costs, in a program already millions of dollars over budget and a year behind schedule, the parties submitted "knowingly false claims and statements" in both verbal testimony and documentation submitted to AIRBUS, the French "Direction Générale de l'Aviation Civile" (DGAC), the European Aviation Safety Agency (EASA), and the United States Federal Aviation Administration (FAA). UTC-HS-Nord Micro, having determined at the end of 2002, that it's product could not achieve the now "obviously incompatible" primary goals of achieving a "low cost" system thru the aggressive use of "high risk unproven technologies", chose to engage in fraud to evade compliance with government aircraft certification authority safety requirements legally mandating the performance of extensive testing and failure analysis, required by the aircraft certification authorities as proof that the design is safe for use on commercial aircraft. The evasion of compliance with government safety requirements, has allowed the parties to hide from government regulators the existence of "life threatening" product design defects and intentional non-compliance with government safety regulations, which if discovered would result in a substantial delay in the aircraft certification approval of the AIRBUS A380, forcing delays in the delivery of aircraft, thereby triggering AIRBUS to pay substantial contract financial penalties to the airlines.

Click to see "A Culture of Secrecy"

OPPORTUNITY

Gross negligence in the oversight of the AIRBUS A380 Cabin Pressurization and Control System aircraft certification activities by AIRBUS Management, and it's employee Mr. Botho Zichner, which has been granted EASA government designated approval authority as a "Designated Engineering Representative" (DER), in its failure to "challenge and verify" the claims and statements provided by both UTC-HS-Nord Micro and TTTech, in order to determine compliance with government aircraft certification requirements, regulations, and policies.

Negligence on the part of the "Direction Générale de l'Aviation Civile" (DGAC) French Government Aircraft Certification Authority, and the European Aviation Safety Agency (EASA), resulting from ambiguity in the individual and joint authority and responsibility of the parties stemming from the act of the European Commission, in  language establishing the EASA, which became legally responsible for all European Civil Aircraft Approvals on September 28th 2003, and at which time the DGAC became responsible under contract to EASA. Ambiguity resulted in neither the DGAC, nor the EASA, providing competent effective oversight of the AIRBUS A380 Cabin Pressurization and Control System certification. 

With the near total elimination of aircraft certification oversight, UTC-HS-Nord Micro acted aggressively to exploit the negligence of AIRBUS, DGAC, and ultimately EASA to evade with impunity compliance with aircraft certification authority requirements, regulations, and policies which exist to assure the safety of aircraft systems used in commercial passenger airliners.

 

EVIDENCE MEMO OF ACTS OF CONSPIRACY AND COLLUSION TO OBSTRUCT EASA INVESTIGATION OF FRAUD BETWEEN UTC-HS-NORD MICRO AND TTTECH

 

Commented Sections of the document are highlighted in RED. Comments can be found directly below to highligted sections of the memo.

Meeting Documentation

TTTech Computertechnik AG  

Time-Triggered Technology

FM 07-5

 

Meeting:

Strategic harmonization concerning activities for the AS8202NF TTP Controller

Participants:

Nord-Micro:

#1: F. Scheerer

 

 

TTTech/TTChip:

#1: L. Gagea

#2: A. Eckel

 

Date:

29_09_2004

Verteiler:

participants of meeting + TTTech: A. Eckel, A. Rugo, J. Mangan, K. Doppelbauer

Agenda Items

Wednesday, 29/September/2004

1

 

TTTech called Nord-Micro concerning harmonisation of how to proceed towards Airbus concerning AS8202NF qualification issues

 

Short history from Audit at TTTech:

Airbus made some comments on probably not accepting the AS8202NF TTP controller as a COTS component.

Facts:

1)       Airbus claimed to receive the same CD as handed over to NM (after NM confirmed that they have received the AS8202NF qualification documentation samples from TTTech)

2)       Airbus has received the link to the TTTech / TTChip homepage, were the subject documentation samples can be downloaded for free.

3)       TTTech has informed NM that the AS8202NF would not fully comply to the RTCA DO 254 (meeting at the 27/07/2004 in Frankfurt ).

2

 

Agreed Further Actions and Line of Argumentation

Argument why AS8202NF is a COTS component

1)       Anybody can purchase the component with no restriction

2)       The component has been developed according to publicly available specifications

3)       It is already used in a number of projects also in series applications

 

Strategic Communication Agreement for Contacts to Airbus (Zichner & Cert team)

1)       All communication to Airbus shall be conducted via Nord-Micro. In case a request from Airbus is received by TTTech, TTTech will ask Airbus to raise the claim towards Nord-Micro.

2)       Never show everything available only argument that it has been done and it is available. In case Airbus persists on the claim, ask what they want to see prior to providing too much.

3)       In case an answer is provided limit the response to the absolute minimum and only reply to the question asked. The more they know, the more questions we will receive.

General comments from Nord-Micro

1)       It is a disadvantage for the certification effort that Airbus has received the AS8202NF qualification documentation samples.

2)       Mr Espinade from CEAT is much more tough in auditing than Mr. Zichner is. Mr. Zichner might be in favour of us, as soon as Mr. Espinade would argue against something, Mr. Zichner is likely to change his mind.

3)       Dr. Hillebrand does not belong to CEAT

4)       Mr Zichner wears two hats: one for Airbus and one for the Airworthiness Auhorities. He is in the position of the DER in American certification campaigns.

5)       Splitting of the proposal submitted to Nord-Micro concerning the qualification documentation (HW – part according to DO254, SW/Firmware part according to DO 178B, level B) is not

 

3

 

 

Action/Date/Name

ACTION ITEMS

A:

D:

AEC, 08/10/2004

Compile a list of all projects where the AS8202NF is used. In case of any conflict, do not name the company but do mention the project if possible. Include press releases and articles to make as plausible as possible.

A:

 

D:

LGA

08/10/2004

List of documents TTChip considers relevant (created and used during the development of the C2NF model and the device AS8202NF) according to the issues discussed above.

 

File Path:

 

P:\customers\Nordmicro\CPCS\Meetings\Meeting_04_07_27\NM-TTTech-meeting_04_07_27.doc

Next Meeting Date:

 

tbd

References:

 

 

Commented Sections of the document are highlighted in RED. Comments can be found directly below to highligted sections of the memo.

  •   Section 1.3:"TTTech has informed NM that the AS8202NF would not fully comply to the RTCA DO 254 (meeting at the 27/07/2004 in Frankfurt )."Joint position to fraudulently claim TTP/C controller as COTS when RTCA DO-254 section 11.2 -3  makes explicit that the device is in fact "NOT COTS", and is Complex, as the device has never been incorporated in a product with an equivalent level of function, with documented operational service history of 1000's of hours of service with minimal defects!

  • Section 2.2.2: "Never show everything available only argument that it has been done and it is available". The decision is made to tell EASA that, yes, TTTech has documents to support DO-254 compliance as required by EASA requirements in CRI F-09. This is in clear conflict with the notification by TTTech to Nord Micro in Section 1.3, of July 27th that the device does not in fact fully comply with DO-254 as required by the EASA certification regulations. "In case Airbus persists on the claim, ask what they want to see prior to providing too much". Clearly the parties are attempting to engage in actions of obstruction, to prevent the certification authority from gaining access to the test data and requirements documents which would prove that TTTech was not in fact in compliance with DO-254.

  •   Section 2.2.3: "In case an answer is provided limit the response to the absolute minimum and only reply to the question asked. The more they know, the more questions we will receive". And with further information, and questions, it shall become abundantly clear to the regulatory authorities that fraudulent claims of compliance are therefore proven!

  • Section 2.3.1: "It is a disadvantage for the certification effort that Airbus has recieved the AS8202NF qualification documentation samples." Yes, even the disclosure of only the table of contents disturbs UTC project manager Fritz Sheerer, as it is clear that the device is not Simple, or COTS from the entries of the table of contents. The document was developed originally to comply with DO-254, as required under contract to Honeywell for the Aermacchi M346 program, and the Honeywell APEX Avionics program. TTTech CEO Stefan Poledna, CFO Georg Kopetz, and TTChip head Leonard Gaega, convinced Honeywell a year earlier that full DO-254 compliance would cost millions of dollars more than planned, and with the agreement of Honeywell, ordered that work toward full compliance with DO-254 would stop.

However, TTTech and UTC-Nord Micro knew that they must comply fully with EASA CRI F-09, which requires full compliance with DO-254. Nord Micro fraudulently claimed in the "compliance with CRI F-09" document submitted to EASA in January of 2004 that the TTP/C controller was simple, rather than complex, and COTS rather that "NON COTS" to save money and schedule.

With the discovery by EASA of the existence of documents from TTTech which were developed initially to comply with DO-254, Nord Micro's fraudulent claim was exposed.

 

From document submitted to EASA  in January of 2004  "A380 CPCS OC(S)M HW COMPLIANCE ANALYSIS TO CRI F-09"

No.

Qty

Component

Part Number

NM-PN

Refs

Complexity Statement

28

1

TTP/C-C2NF Communication Controller

AS8202NF;TTP/C2 Controller;TQFP 

22198-01

IC500

Simple:
COTS component.
simple function: communication interface, self test capability ; Simple testing

 

  • Section 2.3.2: "Mr Espinade from the CEAT is much more tough in auditing than Mr. Zichner is. Mr. Zichner might be in favor of us, as soon as Mr. Espinade would argue against something, Mr. Zichner is likely to change his mind." UTC-Nord Micro identifies Mr. Claude Espinat as the person they fear obtaining access to the data, as they are convinced that Zichner trusts, and therefore will not questing all the data he is provided with.

  • Section 2.3.4: "Mr. Zichner wears two hats: one for Airbus and one for the Airworthiness Authorities. He is in the position of the DER in American certification campaigns." UTC-Nord Micro and TTTech recognize the authority of Zichner as officially representing the European Aviation Safety Agency legally responsible for aircraft certification. UTC-Nord Micro's intent and fraudulent acts of providing knowingly false statements of compliance to government representatives of the European certification authorities is undeniable.

 

A380 CERTIFICATION DELAYED 6 MONTHS DUE TO EASA DEMANDS OF AIRBUS COMPLIANCE WITH VIOLATED SAFETY REGULATIONS

AIRBUS, has engaged  in a cover-up of this crisis, as it was AIRBUS employees that are directly responsible for gross negligence in oversight which allowed fraud by UTC-HS-Nord Micro to succeed. Airbus has acted to mislead the news media, and it's airline customers, as to the true cause for the 6 month delay in certification and delivery of aircraft to its airline customers, resulting from the action of the European Aviation Safety Agency to withhold AIRBUS A380 certification approval until AIRBUS, UTC-HS-Nord Micro, and TTTech fully comply with the extensive safety testing and failure analysis which they evaded thru fraudulent means on the AIRBUS A380 Cabin Pressurization and Control System.

The European Aviation Safety Agency (EASA) the European Government Agency responsible for aircraft certification of the AIRBUS A380, has determined that AIRBUS, United Technologies Corporation of the United States (UTC-HS-Nord Micro) and TTTech Computertechnik / North America Inc (TTTech) did knowingly and willfully make and cause to be made fraudulent material false statements and omissions of material facts, knowing such statements to be false, in the official filing of regulatory documentation and verbal statements made in official audit and review activities before EASA government regulatory employees and their engineering designees. The parties have engaged in activities to violate and evade compliance with EASA requirements, regulations, and policies. These findings have been withheld from the public, under European Government Secrecy Acts,  however this conclusion was leaked by an EASA employee to the Wall Street Journal, who, on April 28th 2005, published an article titled "Airbus Software Feud Goes To Court", confirming this fact with the following statement. “Regulators said documentation was insufficient and have asked the companies to meet higher certification standards.

Had both AIRBUS, and the French DGAC performed required  reviews of the certification plans documentation (PSAC / PHAC) submitted by UTC-HS-Nord Micro in 2002, instead of in January of 2005, this financial and passenger safety catastrophe would never have happened. It is "highly likely" that other aircraft systems on the AIRBUS A380 have also experienced lax certification oversight by both AIRBUS, DGAC, and EASA and which may have been exploited thru intentional acts of non-compliance in other aircraft systems.

 

FAILURE OF JUSTICE SYSTEMS TO PROTECT THE PUBLIC INTEREST

Corporations with limitless financial resources, can easily destroy individuals of "moral courage" and "personal integrity" who expose corrupt fraudulent acts. Exposed to allegations of fraud which threatens the lives of passengers, Judges may choose to knowingly neglect their duty to protect the public by failing to fully investigate acts of corporations which threaten public safety. Granting motions allowing corporate attorneys to succeed in denying requests for compelling discovery and the introduction of damaging evidence of misconduct in the possession of their clients. As the judicial record shows that whistleblowers have failed to prevail in their reporting of issues of compelling public interest against corrupt corporations, employees no longer are willing to risk their careers and financial position, suppressing their moral convictions, with the result that modern fraud now occurs on a far greater scale than ever before witnessed in human history, with the active participation of 100's of employees in fraudulent acts, fearful of legal retribution and retaliation by their employer if they were to report evidence of fraud to the government authorities. 

"The WorldCom case confirms that the most interesting thing about the latest corporate crime spree is not the advent of a uniquely virulent strain of greed. It is the number of ordinary corporate climbers who went along with breathtaking crimes."

Click to See "The Surprising face of Corporate Evil"

 

Read the Los Angeles Times Front Page Article September 27th 2005

Click to see "A skeptic Under Pressure"

 

Read the Wall Street Journal Article by clicking on the highlighted text in blue below.

The link will redirect you to another website containing a final link to the web servers of the Wall Street Journal which contain the article without registration or cost, the rights for public viewing having been purchased from the Wall Street Journal for your convenience.

Click to see Airbus Software Feud Lands in Court

Subcontractor’s Ex-Staffer Alleges Moves to Mislead On Product in Superjumbo

By DANIEL MICHAELS and MATTHEW KARNITSCHNIG

 

THE WALL STREET JOURNAL WITHHOLDS IMPORTANT FACTS AND DAMAGING EVIDENCE FROM STORY  

AIRBUS, UTC-HS-Nord Micro and TTTech, have succeeded in stopping the publication of damaging evidence of fraud and proof of false statements committed "on the record"  by corporate executives, intended to mislead the reporters of the Wall Street Journal, ending with threats of legal action against the paper's editors.

  • Evidence of knowingly false statements to reporters of the Wall Street Journal, by executives of AIRBUS and UTC to misrepresent the risk of defects to passenger lives and safety. Claims that the cabin pressurization system is not a safety critical function.
  • Evidence of knowingly false statements to reporters of the Wall Street Journal, by executives of AIRBUS, UTC, and TTTech that the system has been determined to be safe, when their acts of fraud had eliminated the performance of extensive testing and failure analysis required by government aircraft safety regulations as "proof of safety".
  • Evidence of knowingly false statements to reporters of the Wall Street Journal, by TTTech CEO Dr. Stefan Poledna, claiming that Ms. Leanna Rierson, former FAA Chief Technical Scientist for Software, had reviewed all of TTTech's certification data documentation, certification compliance process evidence, testing and test results, and had determined that TTTech was in full compliance with EASA CRI F-09 and RTCA DO-254 COTS requirements of the government aircraft safety regulations, requirements, and policies. Reporter Dan Michaels contacted Ms. Rierson, who stated that TTTech CEO Dr. Poledna's claims were entirely false. In the final report to the Board of Directors of TTTech, Ms. Rierson documents findings of substantial non compliance with government aircraft safety regulations contained in EASA CRI F-09 and DO-254. TTTech has refused to provide a copy of the final report of Ms Rierson to the Wall Street Journal. Ms Rierson is prohibited from distributing the report under a non-disclosure agreement with TTTech. 
  • Evidence of Defamatory statements made to the Wall Street Journal by TTTech CEO Dr. Stefan Poledna and CFO Georg Kopetz against Mr. Mangan

 

The facts and evidence omitted from the reporting by the Wall Street Journal are provided for the reader on this website. The Wall Street Journal article mis-directs the focus of the reader from the evidence of acts of fraud to knowingly and willfully evade compliance with government aircraft safety regulations, to the unrelated controversy in the use of "Commercial Off the Shelf" (COTS) Hardware and Software, which is not permitted for use in safety critical aircraft systems by the aircraft certification authorities. 

Rather than publishing the hard proof of intentional acts of fraud in the papers possession, the Wall Street Journal softens it's conclusions, portraying the acts of  UTC-HS-Nord Micro and TTTech as merely an "honest mistake", having innocently claimed an incorrect basis for certification. By deflecting attention from evidence of intentional acts of fraud in their possession, the Wall Street Journal intentionally avoided conflict with AIRBUS, UTC-HS-Nord Micro, and TTTech.

 

Allegations against AIRBUS, UTC-HS-NORD MICRO, TTTech, Vice Chancellor of Austria Hubert Gorbach

  • AIRBUS, UTC, and TTTech did knowingly and willfully violate and evade with impunity, EASA and FAA regulations and requirements specifically applied to the certification of the AIRBUS A380 as contained within the language of "AIRBUS A380 Certification Review Item F-09", which requires the parties to perform extensive testing and failure analysis activities in order to provide "proof of safe design" and compliance with aircraft certification requirements, regulations, and policies for Safety Critical Complex Electronic Systems. In fraudulently claiming in documentation submitted to the EASA and FAA aircraft certification authorities that the AIRBUS A380 Cabin Pressurization and Control System "Outflow Valve Control Module" was a "Simple System" containing "Simple Commercial Off The Shelf (COTS) components" rather than disclosing the fact that the "Outflow Valve Control Module" and it's components are COMPLEX, the parties blatantly lied to the authorities stating that "proof of safety" requirements of extensive testing and failure analysis compliant with CRI F-09 were not required to be performed, thereby thru fraudulent means eliminating the possibility for EASA and FAA to determine that deadly design defects, non compliant poor quality software, falsified documents, and forged approval signatures have produced a system which is a danger to the lives of the passengers. It is only thru compliance with CRI F-09 that the aircraft certification authorities can determine if safety exists sufficient to approve an aircraft to carry passengers.

  • AIRBUS, UTC, and TTTech did knowingly and willfully violate and evade with impunity, EASA and FAA regulations, requirements, and policies which require all duplicated and redundant, safety critical system functions (where failure of the system function will result in the death of a passenger) to implement "Dissimilar Redundancy", where each individual duplicated and redundant system component, where each redundant identical component, both hardware and software, SHALL be developed entirely by an different independently companies. This violation has not yet been addressed by either EASA or the FAA, thereby exposing the passengers to grave danger, as deadly design defects and non compliant poor quality software are replicated in all duplicate and redundant systems, resulting in the likely simultaneous failure of all of the systems for the same cause.

  • Boeing, having awarded a contract to United Technologies Corporation, Hamilton Sundstrand Division subsidiary Nord Micro, specifying the very same Cabin Pressurization and Control System be used on the Boeing 787 "Dreamliner", has discovered a deadly defect in the design of the Outflow Valve, which can fail in a manner to completely open at "cruise altitude" allowing all of the air inside of the aircraft to escape in a "rapid decompression" as this system has the unique configuration of having 4 outflow valves, rather than the industry standard of 2 outflow valves. Boeing safety policy specifies that all outflow valves, are restricted from opening sufficient to cause a "rapid decompression" of the aircraft. The Honeywell Cabin Pressurization and Control System used on the Boeing 777 prevents the valve from opening more that 30% at cruise altitude, resulting in a safe system. Boeing has forced UTC to redesign the outflow valves to add this protection. The AIRBUS A380 outflow valves are the original flawed valve design and do not provide this protection!

  • AIRBUS has engaged in a cover-up, now having become complicit in aiding and abetted as an accessory, the fraudulent acts of the United Technologies Corporation (UTC) which did knowingly and willfully make and cause to be made fraudulent material false statements and omissions of material facts, knowing such statements to be false in official documents submitted by to the European Aviation Safety Agency (EASA) and the United States Federal Aviation Administration (FAA) jointly responsible for aircraft certification under the "Bilateral Aviation Safety Agreement treaty. 

  • AIRBUS, in acts of willful gross negligence of it's employees, and in particular, Mr. Botho Zichner, an European Aviation Safety Agency "Designated Engineering Representative" legally responsible for the oversight, review, and approval of the aircraft certification activities of UTC-Nord Micro, has failed to perform his duty to challenge and verify the accuracy of the contents of fraudulent and omitted statements and conclusions provided by UTC-Nord Micro, thereby allowing deadly design defects, poor quality software, and violations of EASA requirements, regulations, and policies to result in "recklessly endangering the lives of the passengers of the AIRBUS A380. The gross negligence of the employees of AIRBUS are the primary cause which has allowed the fraudulent acts of UTC and TTTech to go undetected.

  • United Technologies Corporation(UTC) of the United States of America did knowingly and willfully make and cause to be made fraudulent materialy false statements, knowing such statements to be false, in the official filing of the document A380 CPCS OC(S)M HW COMPLIANCE ANALYSIS TO CRI F-09”, for the purpose of evasion of compliance with European Aviation Safety Agency (EASA) and United States Federal Aviation Administration Aircraft Certification requirements, regulations, and policies pertaining to the process of review and approval of EASA and FAR Part 25 Transport Category Civil Aircraft Type Certificates for the AIRBUS A380.

  • United Technologies Corporation(UTC) of the United States of America did knowingly and willfully make and cause to be made fraudulent materialy false statements and omissions of material facts, knowing such statements to be false and incomplete, in the official filing of the document A380 CPCS OC(S)M PLAN FOR SOFTWARE ASPECTS OF CERTIFICATION”, for the purpose of evasion of compliance with European Aviation Safety Agency (EASA) and United States Federal Aviation Administration Aircraft Certification requirements, regulations, and policies pertaining to the process of review and approval of EASA and FAR Part 25 Transport Category Civil Aircraft Type Certificates for the AIRBUS A380.

  • United Technologies Corporation (UTC) of the United States of America did knowingly and willfully make and cause to be made fraudulent materialy false statements and omissions of material facts, knowing such statements to be false and incomplete, in the official filing of the document A380 CPCS OC(S)M PLAN FOR HARDWARE ASPECTS OF CERTIFICATION”, for the purpose of evasion of compliance with European Aviation Safety Agency (EASA) and United States Federal Aviation Administration Aircraft Certification requirements, regulations, and policies pertaining to the process of review and approval of EASA and FAR Part 25 Transport Category Civil Aircraft Type Certificates for the AIRBUS A380.

  • United Technologies Corporation (UTC) of the United States of America, and TTTech Computertechnik AG / North America Inc did knowingly and willfully, in conspiracy and collusion plot to intentionally further fraudulently mislead and obstruct official investigations by the European Aviation Safety Agency (EASA) and the United States Federal Aviation Administration, as had been agreed to, in a teleconference which took place between the 2 parties on September 29th 2004, points of action and agreement are detailed in an email containing an attached document containing a memo entitled Strategic harmonization concerning activities for the AS8202NF TTP Controller.

  • TTTech Computertechnik AG / North America Inc is complicit as an accomplice in having aided and abetted as an accessory after the fact, of the fraudulent acts of the United Technologies Corporation  which did knowingly and willfully make and cause to be made fraudulent materialy false statements and omissions of material facts, knowing such statements to be false in 3 documents officially submitted by UTC to AIRBUS, EASA, and the FAA.

On March 22nd 2004, both UTC and TTTech participants in a teleconference were confronted by Mr. Mangan with the evidence of fraudulent and false documentation submitted to both EASA and FAA certification authorities, which had been obtained by Mr. Mangan, from Andreas Rugo, an TTTech employee working for Mr. Mangan at UTC’s Nord Micro subsidiary in Frankfurt Germany.

UTC documentation:

A380 CPCS OC(S)M HW COMPLIANCE ANALYSIS TO CRI F-09

A380 CPCS OC(S)M PLAN FOR SOFTWARE ASPECTS OF CERTIFICATION

A380 CPCS OC(S)M PLAN FOR HARDWARE ASPECTS OF CERTIFICATION

Entries in the above documents attempt to justify claims for certification authority approval of the use of the TTTech AS8202NF Communications Controller computer chip to CRI F-09 and the TTTech TTPOS Real Time Operating System Software to DO-178B/ED-12B.

Both TTTech and UTC failed to disclose thru intentional acts of omission of material facts outlined in FAA and EASA coordinated "Certification Authorities Software Team (CAST) Position Papers CAST-14 and CAST-18, which identify critical details which must be disclosed by an applicant in order to assess compliance with objectives of DO-178B/ED-12B. 

The parties, when confronted with their fraudulent false claims and omissions of material facts, claimed that AIRBUS employee and EASA DER Mr. Botho Zichner, was not a competent auditor, and would never challenge the claims. TTTech CEO Dr. Stefan Poledna claims that TTTech was not legally obligated to report the fraudulent claims, false statements, and omission of material facts as submitted by UTC to AIRBUS, EASA, and the FAA. As a result, TTTech is thereby complicit as an accomplice, after the fact, in the original acts of fraud by UTC.

  • TTTech Computertechnik AG / North America Inc Aerospace Sales Manager for Europe, Mr, Andreas Eckel on August 24th 2004, falsified records and forged signatures in order to force the pre-mature release of an official "flight worth release candidate" of the TTPOS operating system in violation of TTTech's Aerospace Software Release Process. Mr Eckel forced the premature release of the certification data, software requirements documentation, and test results, which were scheduled to be officially audited at TTTech by EASA on September 21st and 22nd 2004. The release was over 2 weeks behind schedule, due to continuing severe staffing shortages, employee vacations, and illnesses. Mr. Mangan, as Manager of Aerospace, was legally responsible for approval of all official certification data and software master media releases produced by TTTech. As several source code and documentation reviews remained incomplete,  Mr. Mangan  refused to either approve or sanction the participation of any TTTech Aerospace employees to comply with Mr. Eckel's demands to release the media in violation of the official media release process. Mr. Eckel ignored Mr. Mangan's directives, and acted corruptly to force TTTech Aerospace employees to release the media package. Click to see the Timeline for August 24th 2004 for more detail

 

  • TTTech Computertechnik AG / North America Inc Manager of Aerospace Sales for Europe, Mr, Andreas Eckel acted on September 24th 2004 to actively obstruct Mr. Mangan's reporting to UTC, AIRBUS, and EASA of the discovery of TTTech Defect #11415, a very serious defect with catastrophic consequences, should it have been utilized in an aircraft, as it would result in seemingly random execution of UTC's automatic outflow valve control system software, which could result in the sending of commands to the outflow valves to fully open the valve, reducing air pressure to a dangerous level. Mr Eckel directed that defect #11415 would not be reported, as its very existence proved that TTTech's software was not in compliance with processes for software development, and would likely expose his acts of August 24th 2004 to falsify records, and forge signatures to release software in violation of TTTech's Aerospace Software Release Process.

  • TTTech Computertechnik AG / North America Inc has knowingly delivered non-compliant poor quality software to UTC for use in the AIRBUS A380 Cabin Pressurization and Control System, in the full knowledge that the failure of it's software could result in the deaths of the passengers. The repeated discovery of serious defects in the "core scheduling software" of the operating system has never been resolved, and is entirely unreliable as "corrections" applied to the software cannot be proven to introduce unpredictable side effects resulting in the introduction of additional defects. The application of changes to software without insight as to the proper and correct behavior of the software is willful gross negligence. CEO Dr. Stefan Poledna has refused repeated requests from Mr. Mangan to formally model the proper behavior of the software and it's algorithms. Mr. Mangan has attempted to engage experts in the field of formal modeling Dr John Rushby of SRI, Dr. Daren Coffer of Honeywell Laboratories, and Dr. Wilfried Steiner of the Technical University of  Vienna to reproduce the successfull efforts by Dr. Coffer under contract to the United States National Aviation and Space Administration  (NASA) efforts to formally model the scheduling behavior of the Honeywell DEOS real time operating system. Confronted with the serious possibility of the TTPOS failing in a way as to cause the deaths of passengers, CEO Dr. Stefan Poledna has acted recklessly in his refusal to engage experts in the field click to see email admitting the delivery of  Poor Quality Software by TTTech Director of Projects and Services Lukas Frey

  • TTTech Computertechnik AG / North America Inc is actively engaged in malicious Criminal and Civil prosecution in Austria of Mr. Mangan, in acts to obstruct justice, to prevent Mr. Mangan from supporting investigations being performed by EASA and the FAA in providing testimony and answering questions of the investigators. TTTech has succeeded thus far to impose an preliminary injunction “gag order” thereby attempting to silence Mr. Mangan by preventing him from discharging his legal obligation to protect the “lives and safety of the passengers and crew of the AIRBUS A380” which have been placed at risk thru the fraudulent acts of AIRBUS, UTC and TTTech.

  • TTTech Computertechnik AG / North America Inc is actively engaged in defamation of Mr. Mangan's reputation in communication of slanderous statements to prospective employers which contact TTTech, and libel, in the publication of an article in the Vienna Austria Wirtschaftsblat Business Newspaper, and in published comments by the Wall Street Journal where quote "Stefan Poledna, says he fired the engineer in October for poor job performance and contends Mr. Mangan now wants revenge." Mr. Mangan has saved TTTech from contractual default on 2 seperate occasions caused as a direct result of the management incompetence of TTTech's executive management, and has been recognised with a substantial financial bonus in June of 2004.

Click to see Mangan bonus award and Contract

Click to see Defamatory statements by TTTech CEO and CFO in Vienna Austria Business Newspaper Wirtschaftsblat

(The article is in German, please copy the contents of the article and paste them into the "translate text box" and select from: "german to english" using the google language tools)

Click to launch Google Language Tools Webpage

  • Vice Chancellor of Austria, Minister of Transportation, and EASA Executive Board Member Hubert Gorbach has failed to faithfully discharge the legal duties and obligations of his office in his failure to act to investigate reports provided to Vice Chancellor Gorbach and his staff, of willful gross negligence and fraud by TTTech Computertechnik of Vienna Austria, which is a violation of  European Union directive 32003L0042 "Occurrence Reporting in Civil Aviation". Vice Chancellor Gorbach's failure to perform an official government investigation of allegations has provided aid to TTTech in a "corrupt miscarriage of justice" in the perversion of the Austrian court system in the application of malicious prosecution against Mr. Mangan in order to use the Austrian legal system to "obstruct justice" thru the corrupt imposition of a preliminary injunction baring Mr. Mangan from assisting EASA investigators. Vice Chancellor Gorbach's failure to act is a "betrayal" of his legal responsibility to "protect the public safety" as the minister of Transportation of Austria.

 

Click to see 32003L0042 Occurrence Reporting In Civil Aviation

Click to see Notification of Austria Vice Chancelor Hubert Gorbach

 

  • Vice Chancellor of Austria, Minister of Transportation, and EASA Executive Board Member Hubert Gorbach has failed to legally act as required by European Union directive 32003L0042 "Occurrence Reporting in Civil Aviation", Article 8, section 4, which requires Vice Chancellor Gorbach to legally act to protect Mr. Mangan from retribution in the reporting of the evidence of fraud, false statements, recklessness and willful Gross Negligence of TTTech’s Executive Management, Officers, Directors, and Sales management employees.

 

Click to see 32003L0042 Occurrence Reporting In Civil Aviation

 


 

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