I had a dream that we showed up and acted like we were with them, then we just stole all of their signs and went to the bar. It was awesome.
So, if we kill them all, we can get off by saying God did it?
They seem to blame every death on God, so logically that would be a good defense. 
I can throw a rock from my parents front lawn and hit the soccer center. I hope they are there. Balloon launcher anyone?
So if they block them off to a certain lot away from the church, what’s not saying we get some people with enclosed car haulers or trucks to park in front of it and block them from getting their message across?
Or people with large banners or tarps that will block the people at the church’s view of them.
Who ever keeps mentioning water balloons and other shit is a fucking idiot…You will end up getting sued by these people…
Non violent…and non confrontational is the way to go…blocking them from view is pretty much the only option…
Anyways if there is actually a meet for this maybe we should move all this to another thread?
^Agree with LZ, non-violent, kill them with kindness.
Signs of some sort should be brought. I am 100% in for the 10AM service, I will get another thread started.
i can’t wait until their church leader dies. If its within driving distance i would like to go picket his funeral
^ agreed and the water balloons wasn’t a serious idea. but the getting in there way and blocking them from sight was more realistic. these people are sick and just feed of the media attention.
can someone please tell me what these people are protesting…thanks
maybe Owens Corning Pink Insulation Boards (or something similar/foam boards)? they come in huge sheets but they are light and easy to carry…and inexpensive…would fair well in order to block the protesters…? just a suggestion.
So as some of you know, I’m a massage therapist. I had the opportunity to go to hotel Indigo to work on a bunch of family and friends of a victim on the plane, and it seems that everyone is in a pretty good place (relatively speaking) right now. I’m super bummed out, though.
This situation is so sad 
I’m sure a good massage kinda put things at ease for them. :tup:
I want to bump this for those who went to this anti protest, protest. While listening to The Countdown with Keith Olbermann and all of you were mentioned on the show.
The anti protest protest was #2 on his Oddball countdown for last nights episode. He commented quickly on the topic by saying what the ordeal was and explained that 150 residents showed up and said that the people that showed up were terrific.
Congrats on getting national attention for a good cause 
I DVRed it but haven’t watched yet… congrats people who went
I apologize if this is a repost but…
NYSPEED (ILC/NIKUK) SUCK MY PLUMP SAGGY BALLS!!! Again, I dont care what the hell you know about what… its that fact that you arrogant dieche (my new plural of douches) were too ignorant to be deductive (as always on this site).
This is a tragedy nonetheless. How many people had to die due to some dolt and broads carelessness?
Colgan Air Transcript Shows Lack Of Crew Discipline
By Andy Pasztor Of The Wall Street Journal
WASHINGTON (Dow Jones)–The pilots of the Continental Connection turboprop that crashed in February near Buffalo N.Y., rushed through mandatory checklists in a matter of seconds, but spent almost the entire 59-minute flight from Newark, N.J., bantering about personal issues, job goals and the theoretical hazards of ice accumulation during winter flying, according to the cockpit recorder transcript released Tuesday by federal investigators.
The transcripts shows that the Colgan Air Inc. crew, Capt. Marvin Renslow and co-pilot Rebecca Shaw, violated mandatory safety rules by discussing extraneous topics during the descent to Buffalo, just before their twin-engine Bombardier Q400 aircraft slowed dangerously and went into an aerodynamic stall, killing 50 people.
Data released by the National Transportation Safety Board indicates that the stall wasn’t triggered by ice accumulation, but rather Capt. Renslow’s pulling back on the controls and overpowering an automatic stall-protection system that was pushing the nose of the plane down in order to regain a safe flying speed.
The transcript of conversations reflects a breakdown in cockpit discipline, marked by an almost cavalier attitude toward safety as the pilots laughed and joked extensively about previous flying experiences, the rigors of commuting to work by air and their own shortcomings as aviators.
(This story and related background material will be available on The Wall Street Journal Web site, WSJ.com.)
There was hardly any discussion, until the last few minutes, about the conditions of the flight they were operating. Required checklists appeared to be done almost as an afterthought, according to the transcript, as the pilots resumed extraneous discussions immediately afterward.
Icing was on the crew’s mind approaching Buffalo in snow and mist. Starting four minutes before the crash, and just before rushing through the descent checklist, the crew talked about dramatic buildup of ice around the windshield. “Oh yeah, it’s full of ice,” the co-pilot said. The captain replied, “that’s the most I’ve seen . . . in a long time.” But instead of discussing their situation and agreeing on a plan of action in case of an emergency, the crew immediately switched to discussing personal anecdotes regarding icing.
Co-pilot Shaw, for example, is quoted on the transcript reminiscing about how little experience she had with ice during her early training flying in the Southwest U.S. “I had more actual time (experiencing icing) on my first day” with Colgan “than I did in the 1,600 (flight) hours I had when I came here.”
The co-pilot, who had been hired by Colgan less than a year before, went on to say: “I really wouldn’t mind going through a winter in the Northeast before I have to upgrade to captain.”
For the journalists, industry officials and relatives of victims packed into the NTSB’s auditorium, the transcripts of what the crew said - and how distracted they appeared to be - provided the most chilling part of the hearing.
Right after completing the cruise checklist above 10,000 feet, the crew launched into an extensive discussion of Capt. Renslow’s previous experiences with engine troubles on Saab 340 turboprps. Then Shaw, the 24-year-old co-pilot who recently moved to Seattle but flew out of Newark, talked about her hopes of finding a job that would keep her closer to home. “I would do three nights a week and be home, I could have kids and raise a family.”
Two minutes into a discussion of future earning hopes by each pilot, the captain spotted a plane and said, “you got traffic out there, it’s coming left to right.” The crew continued to discuss personal matters, including co-pilot Shaw’s head congestion. It “might be easier on my ears,” she is quoted on the transcript, if the aircraft starts descending sooner and more gradually toward the airport.
As the crew noticed the buildup of ice, the co-pilot acknowledged her fear of ice accumulation on aircraft surfaces, which can decrease lift. In the past, she said, “I would freak out (if) I would have seen this much ice; and thought, of my gosh, we were going to crash,” according to the transcript.
Below 2,300 feet, things deteriorated quickly for the crew. According to documents released at the hearing, the crew leveled off the aircraft and set the engines to idle in what seemed like a normal approach. Within three seconds after the landing gear went down, however, the engines were revved to maximum power.
It took only a total of about 20 seconds until the crew received a stall warning, the autopilot disconnected and the Q400 lost lift, rolled and slammed into the ground.
While the broad outlines of the last few minutes of the flight had been reported earlier, the first day of the hearing provided more information about the crew’s actions in the cockpit. The data confirmed earlier reports that Capt. Renslow continued to pull back on the controls to raise the plane’s nose during the entire seven seconds the so-called stick-shaker was warning the crew about an impending stall. The normal reaction to such a warning is to lower the nose in order to gain speed.
Just after the cockpit microphone picked up the sounds of the engines increasing to full power, Capt Renslow exclaims: “Jesus Christ.”
Shaw, for her part, began doing what she could to save the plane. “I put the flaps up,” she said. Eight seconds later, she asked the captain, “should the gear up?”
Capt. Renslow replied: “Gear up. Oh (expletive).”
From there, the cockpit microphone picked up an increase in noise from outside the plane.
Less than a second before impact, Capt. Renslow said: “We’re down,” followed by the sound of a thump.
The last words on the recording were those of Shaw. "We’re (sound of scream).
I cant wait to hear what some of these settlements end up like…
Below 2,300 feet, things deteriorated quickly for the crew. According to documents released at the hearing, the crew leveled off the aircraft and set the engines to idle in what seemed like a normal approach. Within three seconds after the landing gear went down, however, the engines were revved to maximum power.
It took only a total of about 20 seconds until the crew received a stall warning, the autopilot disconnected and the Q400 lost lift, rolled and slammed into the ground.
am i reading this incorrectly? the plane was at ma power for 20 seconds? and it could not recover? that seems odd to me. I would think the nose would have to be way high to stall at max power even from a near stall speed.
Shaw, for her part, began doing what she could to save the plane. “I put the flaps up,” she said. Eight seconds later, she asked the captain, “should the gear up?”
shouldn’t they be lowering the flaps 100% if they were encountering a near stall. The flaps increase lift so the plane can sustain flight at a lower speed. If they are in a stall or near it why in the FUCK would you raise the flaps. That would cause you to drop like a rock… or like a plane with no lift in this case.
You sir, have no idea how a plane flies.
Before I start, this crew did fuck up the entire deal, from stall entry, to improper recovery techniques. But I must clarify a little.
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The aircraft NEVER went above 80 percent power. The aicraft has a max possible of 130 percent, but the pilot was too busy fighting the stick pusher, to fully push the throttles forward. On top of that, the lack of action by the co-pilot assistance and the worst air crew coordination ever no one ever, EVER announced stall, and she never backed him up.
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Flaps increase lift, mostly in the first 10 degrees, and after that greatly increase drag. This allows for a great approach angle without increasing airspeed. After the first few degrees, the drag outweighs the lift by many fold. By retracting the flaps, you get rid of that drag.
Here is how it went wrong. Before intercepting the outer marker, the throttles were at idle. They turned to intercept the localizer, and still the throttles were closed. Then they extended the landing gear, and the airspeed bled of sharply. Then they started to extend the flaps, and the airspeed bled off even more, to the point of stall. the pilot at this time fought the stick pusher, and never increased power, or decreased the angle of attack. The stall progressed into a spin, and he fought it with aileron, instead of rudder. Aileron inputs futher increase the angle of attack of the wing (thats how they increase and decrease lift to bank the aircraft) and it continued until the ground. They were at 8 degrees Angle of Attack (AOA) and if they had let the stick pusher do its job, and just advanced the throttles to full, it would have flown out. But no, they fought it, never applied throttle, and never used rudder to correct for the banking.
Total fuck up on all parts.
What n2o said. What a bunch of fuckups. I watched the ntsb video today where they had an animation of the plane with all the flight control data showing. Flight school day 1 you learn the stuff they needed to survive this.