Islam and Europe headed for collision

There are at least two reasons why Europe and Islam are headed for a collision aside from terrorist attacks.

Birth rates in Europe, even in Roman Catholic Italy, are declining sharply.

The drop has been so pronounced some countries populations could begin falling.

Madrid-based consultant Alejandro MacarrónLarumbe, author of Elsuicidiodemográfico de España, says today’s decline is “almost all about a change in values.”

Women do not need a big family to help them through aging. They are better-educated, better off financially, and have easy access to contraception and even abortion.

The European exception to declining birth dates is among the Muslim population. A the basic principle of Mohammed’s Islam is high birth rates will led to overcrowding and immigration, helping spread the message.

“Fecundism (word derived from fecundity) is the politics of willfully promoting high birth rate among a group for the sake of enlarging its numbers related to other groups and, consequently, its political influence.”

The technique was used in the past by other churches, including Mormons and Roman Catholics.

 “Fecundism: is the politics of willfully promoting high birth rate among the group for the sake of enlarging its numbers related to other groups and, consequently, its political influence,” according to Wikipedia.

This poses a grave threat to European civilization, unless Muslim women themselves decide to avail themselves of the many contraception methods.

Built into Islamic law is the right of a husband to beat a wife who refuses to provide children. Again, honor code beatings and killings are not ignored in Europe.

A second conflict is the Muslim belief that only Mohammed is God, and that there can be no changes in his teachings.

But the battle will be not so much between Islam and Christianity, and other European religions.

Just as Europe has abandoned large families, many in Europe have abandoned religion entirely. Having thrown off the yoke of Christian churches, Europeans are unlikely to embrace Islam, whose strict rules make modern Catholicism like a garden.

Will younger Muslims accept the brutality of Sharia Law, imposed on them by a religion that allows men four wives.

Writer Hanna Rosin, in “The End of Men,” says women are not only gaining on men but surpassing them in many arenas. A religion that makes them second class citizens is likely to collapse.

It won’t be from drones or airstrikes. Islam could easily split into two or more branches, such as the schmism that broke apart the eastern and western branches of Roman Catholicism.

http://www.npr.org/2012/09/13/161016743/does-the-success-of-women-mean-the-end-of-men

http://worddomination.com/fecundism.html

http://www.forbes.com/sites/joelkotkin/2012/05/30/whats-really-behind-europes-decline-its-the-birth-rates-stupid/

Vatican-connected web site attacks critic of church role in U.S. military

The Web site, Aleteia, which has ties to the Vatican, has accused a former Air Force Academy Honor Graduate and former General Counsel to H. Ross Perot and Perot Systems Corporation of lying or exaggerating his ties to the Reagan White House. An article accuses Mikey Weinstein of using the ties to raise money.

Weinstein has been the bête noire of the military, catching them violating the rules of separation of church and state frequently

Aleteia reported “Mikey”, as he prefers to be called, has built up an organization fighting the involvement of the Christian church in the military by misleading donors about his past.

Weinstein founded the Military Religious Freedom Foundation, after he witnessed Christians getting special treatment at the academy. Also, his three children, who later attended the academy, were threatened with burning in hell because they do not accept Jesus Christ as their savior. Weinstein is Jewish.

His MRFF now has more than 40,000 active duty military members, the vast majority Christians, but also includes Jews, Muslims, nonbelievers and many others.

The Aleteia article said no proof could be found that Weinstein worked for the Reagan White House. In the same article, it said he exaggerated his ties.

“I stand by the story,” said writer Mark Stricherz.

Johnathan S. Miller, deputy assistant to President Ronald Reagan, reached by phone, was surprised anyone doubted Weinstein's bona fides. Asked if he could confirm Weinstein worked for Reagan, Miller said: "I absolutely can."

Weinstein, who was awarded the 1986 University of the Pacific McGeorge School of Law "Professional Achievement Award" for his work at the White House, has demanded a retraction of the article through his trial lawyers, Mathis and Donheiser of Dallas.

Financier Samuel W. Fairchild, president of Trailblazers Resources, said he worked alongside Weinstein in the Reagan Administration.

Fairchild said, in a letter to Weinstein: “From 1986 - 1987, you were brought onto the legal staff of the White House Office of Administration (the EOP’s legal team) because, frankly, your superior work had caught the attention of people like Johnathan Miller, Assistant to the President and the “COO” of the Executive Office of the President, and other senior White House Staffers. Among the many duties you performed there as a tenacious lawyer was your service as the “Committee Management Officer” of the “Tower Commission” investigating the Iran-Contra Affair. You dove into the assignment with relish, and performed admirably. In fact, your strong work in this area led Frank Carlucci, who took over the National Security Council from John Poindexter when the Admiral resigned that post, and other senior corporate executives to hire you at Carlyle Group’s BDM International when he became Chairman of Carlyle.

I know this because I was there. We spoke nearly every day during that period.:

Weinstein’s trial lawyer, Randal Mathis, said the writer and "Aleteia should both be professionally embarrassed, but given the malicious nature of their defamation of Mr. Weinstein, I doubt they are professionally embarrassed about anything.”

Alleged Charlie Hebdo terrorists, hostages die

In the bloody takeover of two hostage sites in Paris, including a Jewish supermarket, terrorists and hostages have died.

The dead included two terrorists who killed at 12 people at the Charlie Hebdo magazine, the New Times reported.

ABC said a separate police action at a Jewish supermarket left some hostages dead as well. Le Figaro said at least four were killed.

The two brothers killed at one location were brothers held responsible for the slaughter at Charlie Hebdo to avenge making fun of the prophet Mohammed.

A third terrorist allegedly had killed a policewoman before cornered by police, and was known to be connected to the Charlie Hebdo killers. Le Monde said police killed the third terrorist also.

A woman believed to have aided them was not captured.

Ss far as was known, all the terrorists were French nationals. It was not clear whether they had received guerrilla training in Syria as had been suspected.

The two brothers had holed up at a printing plant in Dammartin-en-Goele outside Paris. Police assaulted the site at 5 p.m. Paris time. The two brothers were believed to have been holding one hostage, whose fate was not known.

Media said at least five hostages were held at the supermarket. Hebdo, were holding a single hostage.

http://www.nytimes.com/2015/01/10/world/europe/charlie-hebdo-paris-shooting.html?hp&action=click&pgtype=Homepage&module=span-ab-top-region&region=top-news&WT.nav=top-news&_r=0

http://www.jpost.com/Breaking-News/AFP-Several-hostages-freed-at-Jewish-supermarket-in-Paris-387241

Is grieving enough about latest Muslim terrorism?

“We are all Charlie,” says a banner headline on the web site of Liberation. The birthplace for modern democracy is no longer safe for a free press.

Today’s murders at the satirical newspaper, “Charlie Hebdo,” was once against allegedly the target of a terrorist attack by Muslims. At least 12 were killed, journalists and police protecting them. Others were criticially wounded.

Editor Stéphane Charbonnier was killed.

Also among the dead were four cartoonists. And it was not the first time Muslim terrorists have attacked artists in Europe for work they consider blasphemy. Charlie Hebdo itself had been firebombed previously.

Said and Chérif Kouachi, brothers ages, 34 and 32, were being sought. A third man, 18-years-old turned himself in, French police reported.

Cartoons have been featured in French publications all the way to the French Revolution. The magazine also made fun of Christians.

France had recently deployed soldiers on its streets because of threats from Muslim terrorists.

Of course there were knee-jerk reactions, including that not all Muslims are terrorists. Rightists will continue to push against allowing Muslims sanctuary or the right of citizenship.

This is not a good time to insist on wearing a burka. There is talk of a religious war. Jihadists have been involved in small attacks in recent weeks in France.

Is there a place in the world for people with no sense of humor?

As was suggested by some Muslim leaders, is starting a conversation on the need to abandon medieval concepts on blasphemy an answer?

Will countries that insist on freedom of the press have to begin checking the bags of anyone as they enter a store? Will there need to be roadblocks? Will more citizens arm themselves?

Charlie Hebdo frequently made fun of Mohammed, including in a recent Twitter post. “We have avenged the prophet Mohammed,” the killers were heard saying, witnesses told the BBC.

Questions being asked included were the terrorists French-born, perhaps trained in Syria, or Islamic jihadists who infiltrated the country. In some countries, Muslim asylum-seekers have been arrested for plotting terrorism after being granted sanctuary.

Le Monde reported least 3,000 police were searching for the terrorists, believed to have involved two or three.

French President Francois Hollande said, “France today received a shock. A newspaper means free speech for journalists.”

http://www.nytimes.com/2015/01/08/world/europe/charlie-hebdo-paris-shooting.html

www.liberation.fr

Why cops are at war with so many Americans

“If we can’t kill, we won’t bill.” That is a crude rephrasing of a famous phase in the O.J. Simpson case.

But after all, Simpson was a black man who police couldn’t convict of a murder.

That started a notion that race determined outcomes in courts and on the street. A growing number of widely publicized killings of unarmed blacks by police fed the rumor mill. Police did not look good following case after case of gun massacres where they had not intervened to prevent deaths.

Some believe that with the used armored cars the Defense Department gave to police departments the officers believed they got the same immunity deployed soldiers get.

Because the mayor of New York City, Bill de Blasio, has supported some criticisms of police actions after overwhelming evidence that blacks are subjected to cop violence vastly more often than white, cops are on a work slowdown. The number of tickets being issued has declined dramatically.

But no one is telling visitors to avoid the Big Apple, or urging its residents to stay indoors. Foreign governments aren’t warning their nationals to stay away. Indeed, Tea Party and libertarian critics are saying the failure to enforce many laws shows shows the ordinances are unneeded.

It must be remembered that police over-enforcement of laws, particularly stopping and searching blacks and Latinos based on their color, became an year before a police shooting in Ferguson, Mo., started nationwide protests. Critics not only were outraged that blacks were so often the victims of shootings, but that the Pentagon had provided the nation’s police with armored cars and other anti-guerrilla warfare fear that seemed suit more for Iraq than Berkeley.

In reaction to de Blasio defending the rights of protestors to oppose racial bias in the enforcement of law, police turned their back on his twice when two slain officers were buried.

At the same time, according to the New York Times: “For two straight weeks, New York City police officers have sharply cut back on making arrests and issuing summonses throughout the five boroughs, magnifying the growing divide between the city’s police force and its mayor … Officers made half as many arrests in the seven days through Sunday as in the same week a year ago. In the entire city, 347 criminal summonses were written, down from 4,077 a year ago, according to police statistics. Parking and traffic tickets also dropped by more than 90 percent.”

The Times said: The numbers, disclosed on Monday, reveal a downturn in nearly every category of arrest — including gun possession and drunken driving — and all three categories of summons activity, parking violations, (down 93 percent to 1,191 from 16,008); traffic infractions (down 92 percent, to 749 from 9,349); and low-level crimes (down 91 percent).”

There is no sense of fear that the city is becoming sense however.

The reaction, so far, has been to make people believe that along with the used equipment from Afghanistan the cops believe they have the same kind of immunity U.S. troops have who serve in wars foreign countries.

Perhaps Americans can get a better idea of what is going on by turning away from the mainstream news, even Comedy Central. The Cartoon Network’s after-hours Adult Swim Club will release an episode of “Black Dynamite” that is sort of like using police as enforcers on “Animal Farm.” Or is it “The Hunger Pain Games.” Don’t say art didn’t warn you.

http://www.nytimes.com/2015/01/06/nyregion/decrease-in-new-york-police-arrests-continues-for-a-second-week.html?ref=nyregion

http://youtu.be/fVwiHVdjSgU

Are some commericial pilots flying into oblivion unknowingly

Are the cockpits designed by the world's best aircraft engineers becoming cocoons that are hiding pilots from the oblivion they are heading into?

Based on evidence from the rich record of data recovered from Air France 447 in 2009 it appears the crew did not realize they were about to crash.

"From the evidence. It appeared the crew was in some semblance of control until the very end, which would also explain why no call for help for issue," it is reported in "The Mystery of Flight 447." "Ergo, the crew likely felt there was no need for a distress call. There was a double crew on board. None had the time, even in a bouncing cockpit, to report the problems that the Airbus data sensors were reporting all through its descent into the ocean? Hard to accept.

Because the Air France Airbus had two separate controllers, called joysticks, that were independent, it appears that one pilot was trying to get the plane to descend to pick up speed and stay in the air. A second pilot was pulling the stick back, lifting the nose and causing the stall. Neither may have understood what the other was doing.
  
The crash of an Airasia Airbus and several other crashes, and the disappearance of a Malaysian Airlines Boeing 777, raise questions about whether pilots in a cocoon-like cockpit are getting enough reliable data to fly safely.

Some pilots have worried that the cockpits have become like the definition of a cocoon, leaving them enveloped or surrounded “in a protective or comforting way.”

The cause of the crash of the Airasia Airbus on Dec. 28 on a flight from Indonesia to Singapore with 162 souls on board is far from being determined. Yet it shares at least two things with the crash of the Air France Airbus en route from Rio de Janeiro to Paris in 2009.

Both jets were flying into storms, and neither sent a distress message. Such disappearances of modern jets were startling.

Years of investigations, and the recovery of key flight data recording systems from Air France 447, showed members of the flight crew were mislead by some data. Essentially they pointed the nose too high, slowing the speed down, and leading to the crash.

At issue here is what pilots call “the angle of attack.” It’s pretty simple. Point the nose down and houses get bigger, pull the stick back and they get smaller. At a certain point a steep climb, which unnamed sources said occurred with Airasia, will cause a stall.

Even at that point, pilots usually can recover. In some cases just handing control back to the auto pilot would save the plane.

The Federal Aviation Administration issued an airworthiness directive on Dec. 10 expressing concern about possible problems in how pilots of Airbus aircraft would handle problems with angle of attack.

Aircraft carrier pilots are experts at being able to do two things at once that would cause many planes to crash: land at relative slow speeds with their noses up. They have to do it to get down on decks of carriers, much shorter than land airfields.

Such precision flying shouldn’t be necessary on a multiengine jet that has already reached 30,000 feet elevation or higher.

This raises the question of whether the flight crews know what they need to know when they encounter storms and turbulence.

The FAA directive said: “The European Aviation Safety Agency (EASA), which is the Technical Agent for the Member States of the European Community, has issued Emergency Airworthiness Directive 2014-0266-E, dated December 9, 2014 … (referred to after this as the Mandatory Continuing Airworthiness to correct an unsafe condition on all Model A318, A319, A320, and A321 series airplanes. The MCAI states: An occurrence was reported where an Airbus A321 aeroplane encountered a blockage of two Angle of Attack (AoA) probes during climb, leading to activation of the Alpha Protection (Alpha Prot) while the Mach number increased. The flightcrew managed to regain full control and the flight landed uneventfully.”

Whether the angle-of-attack problem contributed to the Airasia crash is not known, but bears examination for the entire industry.

In the Air France crash, one interpretation of data recorder evidence is that the crew did not understand they were heading to a crash, and therefore did not issue a distress call. A similar event may have occurred with the AirAsia jet.

One old saying aviation was not worry if one of your two engines fails, the other will take you directly to the scene of your crash.

Could better, and possibly more expensive solutions be found? Has cost-cutting, such as not paying for satellite monitoring, made flying less safe than it could be?


http://www.faa.gov/regulations_policies/airworthiness_directives/search/models/?id=210629D32E131BC986257DAA007CCDDB


http://www.slate.com/blogs/quora/2014/05/19/what_is_it_like_to_land_on_an_aircraft_carrier.html


http://www.bea.aero/en/enquetes/flight.af.447/rapport.final.en.php

Airasia crash raises questions about airline safety

The crash of an Airasia Airbus and several other crashes, and the disappearance of a Malaysian Airlines Boeing 777, raise questions about whether pilots in a cocoon-like cockpit are getting enough reliable data to fly safely.

Some pilots have worried that the cockpits have become like the definition of a cocoon, leaving them enveloped or surrounded “in a protective or comforting way.”

The cause of the crash of the Airasia Airbus on Dec. 28 on a flight from Indonesia to Singapore with 162 souls on board is far from being determined. Yet it shares at least two things with the crash of the Air France Airbus en route from Rio de Janeiro to Paris in 2009.

Both jets were flying into storms, and neither sent a distress message. Such disappearances of modern jets were startling.

Years of investigations, and the recovery of key flight data recording systems from Air France 447, showed members of the flight crew were mislead by some data. Essentially they pointed the nose too high, slowing the speed down, and leading to the crash.

At issue here is what pilots call “the angle of attack.” It’s pretty simple. Point the nose down and houses get bigger, pull the stick back and they get smaller. At a certain point a steep climb, which unnamed sources said occurred with Airasia, will cause a stall.

Even at that point, pilots usually can recover. In some cases just handing control back to the auto pilot would save the plane.

The Federal Aviation Administration issued an airworthiness directive on Dec. 10 expressing concern about possible problems in how pilots of Airbus aircraft would handle problems with angle of attack.

Aircraft carrier pilots are experts at being able to do two things at once that would cause many planes to crash: land at relative slow speeds with their noses up. They have to do it to get down on decks of carriers, much shorter than land airfields.

Such precision flying shouldn’t be necessary on a multiengine jet that has already reached 30,000 feet elevation or higher.

This raises the question of whether the flight crews know what they need to know when they encounter storms and turbulence.

The FAA directive said: “The European Aviation Safety Agency (EASA), which is the Technical Agent for the Member States of the European Community, has issued Emergency Airworthiness Directive 2014-0266-E, dated December 9, 2014 … (referred to after this as the Mandatory Continuing Airworthiness to correct an unsafe condition on all Model A318, A319, A320, and A321 series airplanes. The MCAI states: An occurrence was reported where an Airbus A321 aeroplane encountered a blockage of two Angle of Attack (AoA) probes during climb, leading to activation of the Alpha Protection (Alpha Prot) while the Mach number increased. The flightcrew managed to regain full control and the flight landed uneventfully.”

Whether the angle-of-attack problem contributed to the Airasia crash is not known, but bears examination for the entire industry.

In the Air France crash, one interpretation of data recorder evidence is that the crew did not understand they were heading to a crash, and therefore did not issue a distress call. A similar event may have occurred with the AirAsia jet.

One old saying aviation was not worry if one of your two engines fails, the other will take you directly to the scene of your crash.

Could better, and possibly more expensive solutions be found? Has cost-cutting, such as not paying for satellite monitoring, made flying less safe than it could be?


http://www.faa.gov/regulations_policies/airworthiness_directives/search/models/?id=210629D32E131BC986257DAA007CCDDB


http://www.slate.com/blogs/quora/2014/05/19/what_is_it_like_to_land_on_an_aircraft_carrier.html


http://www.bea.aero/en/enquetes/flight.af.447/rapport.final.en.php