Congress’ letter to POTUS: suspend DADT immediately

June 28, 2009

Lt Choi posts/interviews

77 Members of Congress [see list] sent the following letter to barry urging him to suspend the investigation and discharge of servicemembers just because of their sexual orientation.

And barry?

Has done nothing but promise to fix once the “generational gap” is taken care of….aka his need to pander to the Evangelicals. 3/4 Americans think DADT should be repealed and more than 100 retired admirals and generals support the repeal of DADT. Where is the generation gap? Where is the Commander in Chief?

=====Emphasis added======

President of the United States
The White House
Washington, D.C. 20500

June 22, 2009

Dear President Obama:

The United States of America prides itself on having the finest military in the world because of the hard work, dedication, and sacrifices of our brave servicemen and women. And yet, under 10 U.S.C. § 654 (Policy Concerning Homosexuality in the Armed Forces), better known as “Don’t Ask, Don’t Tell,” the talents and contributions of our openly gay, lesbian, bisexual, and transgender (LGBT) service members continue to be ignored simply because of who they are. Every day, we lose approximately two service members to this misguided, unjust, and flat-out discriminatory policy. Don’t Ask, Don’t Tell is not only an injustice to them, but a disservice to the U.S. military and our country as a whole.

As you know, Don’t Ask, Don’t Tell was signed into law in 1993 by former President Bill Clinton as a compromise to allow gay and lesbian service members to serve in the military – so long as they did not disclose their sexual orientations. Fifteen years later, Don’t Ask Don’t Tell is instead negatively impacting the lives and livelihoods of these military professionals and depriving our Armed Forces of their honorable service. Since you took office on January 20, 2009, more than 250 gay and lesbian service members have been discharged under this law, which continues to undermine and demoralize the more than 65,000 gay and lesbian Americans currently serving on active duty.

Although we are confident that you will remain true to your campaign promise to end Don’t Ask, Don’t Tell, our LGBT service members and our country’s national security will continue to suffer if initial action is delayed until 2010 or 2011. We urge you to exercise the maximum discretion legally possible in administering Don’t Ask, Don’t Tell until Congress repeals the law. To this end, we ask that you direct the Armed Services not to initiate any investigation of service personnel to determine their sexual orientation, and that you instruct them to disregard third party accusations that do not allege violations of the Uniform Code of Military Justice. That is, we request that you impose that no one is asked and that you ignore, as the law requires, third parties who tell. Under your leadership, Congress must then repeal and replace Don’t Ask, Don’t Tell with a policy of inclusion and non-discrimination. This bilateral strategy would allow our openly gay and lesbian service members to continue serving our country and demonstrate our nation’s lasting commitment to justice and equality for all.

As the United States continues to work towards responsibly ending the War in Iraq and refocus on the threat from al Qaeda in Afghanistan and Pakistan, our LGBT service members offer invaluable skills that enhance our country’s military competence and readiness. Despite the great strain on our military’s human resources, the Armed Forces have discharged almost 800 mission-critical troops and at least 59 Arabic and nine Farsi linguists under Don’t Ask, Don’t Tell in the last five years. This is indefensible. The financial cost alone of implementing Don’t Ask, Don’t Tell from Fiscal Year 1994-2003 was more than $363.8 million. Our nation’s military has always held itself to the highest standards, and we must recruit and retain the greatest number of our best and brightest. To do anything less only hurts our country’s military readiness and our service members.

We also want to bring to your attention the most recent examples of the failed Don’t Ask, Don’t Tell policy in action. New York National Guard First Lieutenant Dan Choi and Air Force Lieutenant Colonel Victor Fehrenbach are two exceptional servicemen who have dedicated their lives to defending our country and protecting the American people. Their bravery and abilities have been tested in combat, and now they face impending discharge under Don’t Ask, Don’t Tell.

First Lieutenant Choi, a current National Guardsman with the 1^st Battalion of the 69^th Infantry in Manhattan, is a West Point graduate, Arabic language specialist, and Iraq War veteran who is under investigation for refusing to lie about his identity.

Lieutenant Colonel Fehrenbach, Assistant Director of Operations for the 366^th Operations Support Squadron at Mountain Home Air Force Base in Idaho, has honorably served his country for 18 years as an F-15E pilot. He has received nine air medals, including a Medal for Heroism during the 2003 invasion of Iraq, and was hand-picked to protect the airspace over Washington, D.C. after the Pentagon was attacked on September 11, 2001. Lieutenant Colonel Fehrenbach, who has flown combat missions in Iraq and Afghanistan against the Taliban and al Qaeda, continues to serve while the recommendation for his honorable discharge moves forward to a review board, and eventually to the Secretary of the Air Force. Just two years away from his 20-year retirement, he stands to lose $46,000 a year in retirement and medical benefits for the rest of his life if discharged.

The American people and service members of the Armed Forces overwhelmingly support the repeal of Don’t Ask, Don’t Tell. According to a national Gallup poll conducted in May 2009, 69 percent of Americans, including 58 percent of Republicans, favor allowing openly gay men and lesbian women to serve in the military. Furthermore, a 2006 poll of 545 troops who served in Iraq and Afghanistan by Zogby International and the Michael D. Palm Center at the University of California, Santa Barbara revealed that 73 percent are personally comfortable with gay men and lesbian women. John Shalikashvili, former Chairman of the Joint Chiefs of Staff during the Clinton administration, and more than 100 retired admirals and generals support this repeal, in addition to the Human Rights Campaign, the Servicemembers Legal Defense Network, and Knights Out, an organization of LGBT West Point alumni co-founded by First Lieutenant Choi.

Mr. President, we cannot afford to lose any more of our dedicated and talented service members to Don’t Ask, Don’t Tell. On behalf of First Lieutenant Choi, Lieutenant Colonel Fehrenbach, and the more than 12,500 gay and lesbian service members who have been discharged since Don’t Ask, Don’t Tell was implemented in 1994, we stand ready to assist you in repealing this dishonorable and debilitating law as soon as possible, and in restoring justice and equality in our Armed Forces.

Please know that we will continue to monitor this situation and are hopeful that, together, we can address this urgent issue soon. Thank you for your consideration and we look forward to your response.

Sincerely

77 Representatives [see list]

Flight 1549: Capt Sullenberger before Congress

March 10, 2009

UPDATED (4-18) Crew of Flight 1549 appearances

STATEMENT OF CAPTAIN CHESLEY B. SULLENBERGER, III
CAPTAIN, US AIRWAYS FLIGHT 1549
Before the House Transportation and Infrastructure Subcommittee on Aviation
Hearing on U.S. Airways Flight 1549
February 24, 2009

Captain Sullenberger and the rest of the Flight 1549 Crew went before Congress. The received a warm ovation before the proceedings started. Pat Harten the Air Traffic Controller was also present. Sullenberger argued that talented folks are not choosing aviation for their profession. Sullenberger’s own pay was cut 40% and his pension has been terminated and replaced by a PBGC guarantee worth only pennies on the dollar. 23 years and no pension? Imagine if the crew didn’t love their jobs? Imagine if they had decided to not take the pay cut and left the airlines. I doubt the outcome would have been so fortunate.

nancy pelosi

Statement

Chairman Costello, Chairman Oberstar, Ranking Members Mica and Petri, and other members of the committee, it is my great honor to appear before the Aviation Subcommittee today. I am proud of the fact that I have been involved in aviation for the last 42 years. During that time, I have served our country as a U. S. Air Force pilot, served as an Air Line Pilots Association Local Air Safety Committee Chairman, accident investigator and national technical committee member, amassed a total flying time of almost 20,000 hours and flown approximately one million passengers in my 29 years as a professional airline pilot. I have served as a Check Airman and a Crew Resource Management course developer and facilitator. I am also the founder of Safety Reliability Methods, Inc.

Before I begin, I must first say that my heart goes out to all those affected by the tragic loss of Continental Connection flight 3407. Words cannot express my sadness and grief at the loss of 50 lives. The families of those no longer with us are in my thoughts and in my heart.

The events of January 15, 2009 have been well-documented, and rather than recite them now in great detail, I want only to reiterate to the subcommittee that the successful outcome was achieved by the actions of many. Lives were saved due to the combination of a very experienced, well-trained crew: First Officer Jeff Skiles, and Flight Attendants Donna Dent, Doreen Welsh and Sheila Dail, all of whom acted in a remarkable display of teamwork, along with expert air traffic controllers, the orderly cooperation of our cool- headed passengers, and the quick and determined actions of the professional and volunteer first responders in New York City.

The events of January 15 serve as a reminder to us all of the daily devotion to duty of the many thousands of aviation professionals who keep air travel safe, and also as a reminder of what is really at stake. Like thousands of my fellow professional airline pilots, I know that flying a large commercial airliner is a tremendous responsibility. We understand that our passengers put their lives in our hands. We know that we must always be prepared. We must always anticipate. We must always be vigilant. Expecting the unexpected and having an effective plan for dealing with it must be in the very makeup of every professional airline pilot.

I am not only proud of my crew, I am proud of my profession. Flying has been my life-long passion. I count myself fortunate to have spent my life in the profession I love, with colleagues whom I respect and admire. But, honorable Representatives, while I love my profession, I do not like what has happened to it. I would not be doing my duty if I did not report to you that I am deeply worried about its future.

Americans have been experiencing huge economic difficulties in recent months – but airline employees have been experiencing those challenges, and more, for the last 8 years! We have been hit by an economic tsunami. September 11, bankruptcies, fluctuating fuel prices, mergers, loss of pensions and revolving door management teams who have used airline employees as an ATM have left the people who work for airlines in the United States with extreme economic difficulties.

It is an incredible testament to the collective character, professionalism and dedication of my colleagues in the industry that they are still able to function at such a high level. It is my personal experience that my decision to remain in the profession I love has come at a great financial cost to me and my family. My pay has been cut 40%, my pension, like most airline pensions, has been terminated and replaced by a PBGC guarantee worth only pennies on the dollar.

While airline pilots are by no means alone in our financial struggles – and I want to acknowledge how difficult it is for everyone right now – it is important to underscore that the terms of our employment have changed dramatically from when I began my career, leading to an untenable financial situation for pilots and their families. When my company offered pilots who had been laid off the chance to return to work, 60% refused.

Members, I attempt to speak accurately and plainly, so please do not think I exaggerate when I say that I do not know a single professional airline pilot who wants his or her children to follow in their footsteps.

I am worried that the airline piloting profession will not be able to continue to attract the best and the brightest. The current experience and skills of our country’s professional airline pilots come from investments made years ago when we were able to attract the ambitious, talented people who now frequently seek lucrative professional careers. That past investment was an indispensable element in our commercial aviation infrastructure, vital to safe air travel and our country’s economy and security. If we do not sufficiently value the airline piloting profession and future pilots are less experienced and less skilled, it logically follows that we will see negative consequences to the flying public – and to our country.

We face remarkable challenges in our industry. In order to ensure economic security and an uncompromising approach to passenger safety, management must work with labor to bargain in good faith. We must find collective solutions that address the huge economic issues we face in recruiting and retaining the experienced and highly skilled professionals that the industry requires and that passenger safety demands. But further, we must develop and sustain an environment in every airline and aviation organization – a culture that balances the competing needs of accountability and learning. We must create and maintain the trust that is the absolutely essential element of a successful and sustainable safety reporting system to detect and correct deficiencies before they lead to an accident.

We must not let the economic and financial pressures detract from a focus on constantly improving our safety measures and engaging in ongoing and comprehensive training. In aviation, the bottom line is that the single most important piece of safety equipment is an experienced, well-trained pilot.

Despite the bad economic news we’ve experienced in recent times – despite the many challenges we face as a country – I have faith in America, in our people, in our promise.

I have briefly touched upon some major problems in my industry today – but I do not believe they are intractable, should we decide to work collectively to solve them. We all have roles to play in this effort. Despite the economic turbulence hitting our industry, the airline companies must refocus their attention – and their resources – on the recruitment and retention of highly experienced and well-trained pilots, and make that a priority that is at least equal to their financial bottom line. Jeff and I, and our fellow pilots will fly planes and continue to upgrade our education and our training, while we attempt to provide for our families. Patrick and the other talented Air Traffic Controllers will continue to guide us safely through the skies, our passengers will spend their hard-earned money to pay for their travel, and our flight attendants, mechanics, ground crews, and administrative personnel will deal with the thousands of constant details and demands that keep our planes safely in the air.

You can help us, honorable Members of Congress, to work together across party lines, and can demand – or legislate – that labor, management, safety experts, educators, technical experts, and everyday Americans join together to find solutions to these problems. We all honor our responsibilities in good faith and with respect for one another. We must keep the American commercial aviation industry safe and affordable for passengers, and financially viable for those who work in the industry day to day. And for those talented young men and women considering what to do with their lives, we must restore the narrative of a compelling career path in aviation with sufficient economic resources to once again make this vision a reality.

Thank you for your kind attention, and for the opportunity to share my perspective with this Committee.

==================

Timeline of FDNY & NYPD immediate response
Flight 1549 Transcript of cockpit recording + Teterboro
Flight 1549 Cockpit recording (video audio)

Flight 1549: Air Traffic Controller Pat Harten before Congress

March 10, 2009

UPDATED (4-18) Crew of Flight 1549 appearances

Testimony by Patrick Harten, Air Traffic Controller
Before the Transportation & Infrastructure Subcommittee on Aviation
US Airways Flight 1549 Accident
February 24, 2009

Well I finally got to see who Pat Harten is. He was the calm voice of the air traffic controller communicating with Flight 1549 but he sounds nervous here. And he isn’t at all what his voice sounded like. I thought he’d be older and scruffy. He’s quite a pleasant surprise.

He gives straightforward testimony.

He admits to knowing what Capt Sullenberger said about going in the Hudson. He doesn’t say how long it was before he found out everyone was safe. From the Teterboro recordings they knew approximately 18 minutes later that passengers were standing on the wings. The actual transcripts and voice recordings of the cockpit communications are linked below.

aviationwatcher33

Written Statement

[Emphasis added]

Good morning Chairman Costello and Ranking Member Petri.

My name is Patrick Harten.

I have been an air traffic controller at the NY TRACON and a proud member of the National Air Traffic Controllers Association for the past 10 years.

While January 15, 2009 is forever etched in my memory, it began unremarkably. I arrived at work at 12:30pm to begin my eight-hour shift.

At 3:12 PM I was assigned to work the LaGuardia (LGA) departure RADAR position. This position handles all departures from LGA airport.

At 3:25 PM, the LGA tower controller advised me that Cactus 1549 was the next departure rolling for takeoff.

It was a routine westbound departure off of Runway 4 traveling due north on a 360 degree heading and climbing to 5,000 feet. I instructed Cactus to climb to 15,000 and turned my attention to give instructions to another aircraft under my control. I then turned back to Cactus 1549 and instructed him to turn left to heading 270, heading the aircraft towards its destination. That is when the Captain advised me that they suffered a bird strike, lost thrust in both engines, and needed to return to LGA for an emergency landing.

When a pilot tells a controller he needs to make an emergency landing, the controller must act quickly and decisively. I made a split second decision to offer him Runway 13, which was the closest runway to his current position and turned him left at a 220 heading so he could return to the airport. I then immediately contacted LGA tower to ask them to stop departures and clear the runways for an emergency return.

While I have worked 10 or 12 emergencies over the course of my career, I have never worked an aircraft with zero thrust capabilities. I understood how grave this situation was. After I gave him his instructions, the Captain very calmly stated: “We’re unable.”

I quickly vectored an aircraft that was still in my airspace and then gave 1549 a second option: land on LGA Runway 31. Again the Captain said, “Unable.”

I then asked the Captain what he needed to do to land safely. At this point, my job was to coordinate and arrange for the pilot to be able to do whatever was necessary. The pilot told me that he could not land on any runway at LGA, but asked if he could land in New Jersey and suggested Teterboro.

I had experienced working traffic into TEB from my time working in the EWR sector and after coordinating with the controllers in TEB, we were able to determine that Runway 1 was the best option. It was the arrival runway, and clearing it for an emergency landing would be easier and faster. It also meant that 1549 would be landing into the wind, which could have assisted the pilot in making a safe landing. I called TEB and explained the situation. The controller at TEB reacted quickly and prepared Runway 1 for the emergency landing. I then instructed the Captain to turn right on a 280 heading to land on Runway 1.

The Captain replied: “We can’t do it.”

I replied immediately, “Which runway would you like at Teterboro?”

The captain replied: “We’re gonna be in the Hudson.”

I asked him to repeat himself, even though I heard him just fine. I simply could not wrap my mind around those words. People don’t survive landings on the Hudson River; I thought it was his own death sentence.

I believed at that moment, I was going to be the last person to talk to anyone on that plane alive.

I then lost radio contact with 1549, and the target disappeared from my radar screen as he dropped below the tops of the New York City skyscrapers. I was in shock. I was sure the plane had gone down.

Less than a minute later, 1549 flickered back onto my radar scope. The aircraft was at a very low altitude, but its return to radar coverage meant that there was a possibility 1549 had regained the use of one of its engines. Grasping at that tiny glimmer of hope, I told 1549 that it could land at EWR seven miles away on Runway 29, but I received no response. I then lost radar contact again, this time for good.

I was relieved from my position a few minutes later, as soon as it was possible. I was in no position to continue to work air traffic. It was the lowest low I had ever felt. I wanted to talk to my wife. But I knew if I tried to speak or even heard her voice, I would fall apart completely. I settled for a hasty text message: “Had a Crash. Not ok. Can’t talk now.”

When I got home, she told me she thought I had been in a car accident. Truth was I felt like I’d been hit by a bus. It took six hours before I could leave the facility. I had to review the tapes, fill out paperwork and make an official statement.

It may sound strange, but for me the hardest and most traumatic part of the entire event was when it was over.

During the emergency itself, I was hyper-focused. I had no choice but to think and act quickly, and remain calm. But when it was over, it hit me hard. It felt like hours before I learned about the heroic water landing that Captain Sullenberger and his crew had managed. Even after I learned the truth, I could not shake the image of tragedy in my mind. Every time I saw the survivors on the television, I imagined grieving widows.

It has taken over a month for me to be able to see that I did a good job; I was flexible and responsive. I listened to what the pilot said and made sure to give him the tools he needed. I stayed calm and in control.

I return to work this week, and while it may take time for me to regain my old confidence; I know I will get there. I would like to end by personally recognizing the Captain and crew of Flight 1549 for their professionalism, skill and heroic efforts that day.

I also would like to recognize the professionalism of the other controllers who helped clear the skies and the runways for 1549, as well as the engineers, who helped ensure that the aircraft itself could survive the landing in the Hudson and that those inside would be safe.

Finally, I want to thank my wife Regina. She has been my rock these past few weeks—as she always has and always will be. I couldn’t have survived this without her.

Thank you Mr. Chairman. I am prepared to answer any questions you have.

==============

Timeline of FDNY & NYPD immediate response
Flight 1549 Transcript of cockpit recording + Teterboro
Flight 1549 Cockpit recording (video audio)

Roland "Trailblazer" Burris' final resting place

January 3, 2009

Blagojevich appointee Roland "Trailblazer" Burris has a granite mausoleum already in place that lists his many accomplishments, including the distinction of being the first black statewide office holder in Illinois. He is not a man lacking in self-confidence, as he showed in his (12-30-08) interview with NBC 5's Alex Perez:

BURRIS: I have no problem with going to US Senate and doing a job for the people - not only of Illinois - right now the nation needs someone with Roland Burris' talent and skills.

Talking in the third person says a great deal as does the naming of his children: daughter Rolanda, son Roland W Burris II and grandson, Roland T. Burris.

Call his mausoleum strange narcissistic or whatever. But a walk through the Oak Woods cemetery provides more info about Burris than the proobamedia has provided The American People about barry.

As one of The People of Illinois, I would be pleased to see Burris take over barry's seat. (It should be Tammy Duckworth.) Burris has a history of making independent decisions, standing by them and being accountable for the consequences.

Something barry will do for the first time on January 21st 00:01.

Sen Clinton constitutionally clear to serve as Secretary of State

December 20, 2008

Bush signed a law that circumvents the outmoded Article I, section 6 of the Constitution, which prohibits members of Congress from raising the salary for a government job and then filling it themselves. In 2007 Congress increased the Secretary of State pay by $4700. So, if confirmed, Sen Clinton will make $186,600 -- $4700 less than Condolezza Rice.

Constitutional?

November 26, 2008

The stock market continues to tank, Citigroup needs a bailout, Detroit is on the brink, barry is having daily press conferences introducing his advisors but saying nothing and what does PETE WILLIAMS focus on? Senator Clinton. What's it going to take for them to move on? I can't fathom the fascination. He must have castration anxiety like Tucker Carlson.

Anyway, the gist is Sen Clinton can't become secretary of state (or any other administration appointment) because she was a senator when the salary was raised for secretary of state. Like her vote mattered. And doesn't the Congress vote for their own pay hikes? And why can't she just agree to the salary before it was raised?

Legalese: Article I, Section 6 of the Constitution: "No Senator or Representative shall, during the Time for which he was elected, be appointed to any civil office ... the Emoluments whereof shall have been encreased during such time." Emoluments meaning salaries and benefits.

Check out the wording:

If President-elect Barack Obama nominates Hillary Clinton to be secretary of state, many legal scholars believe it would be the former law professor's first violation of the Constitution as president.

First? As in more to come? Or as in covering previous ones? barry is not - nor was he ever a law professor. He was a lecturer who taught classes on constitutional law. And don't you think he should know that before he even bothered to vet her? Williams goes on to give four examples when it was circumvented. So why the fascination? And this madness:

A more difficult case might come if a Secretary of State Clinton issued an order that put a specific citizen at a disadvantage. That might give rise to a lawsuit that could get some traction.

How is Senator Clinton going to issue an order? She will not be autonomous and everything she says will be as a representative of barry. Rest assured the media will pounce on any perceived deviance.

Former Clinton Justice Department solicitor general Walter Dellinger says there's reason to think that the official acts of someone in a federal office are valid, even if the person's qualifications for the office are in doubt.

This last comment brings me back to barry's birth certificate. How much is Pete Williams getting paid per word? And why can't he post it himself?

Joke of the day: Most powerful woman in political history

November 17, 2008

I don't even know what to say. I find Nanci Pelosi empty-headed and inarticulate and just plain spacy...she's too old for ditzy.

Politico's JOHN BRESNAHAN: As Pelosi enters her third year as speaker, by any measure, she has become the most powerful woman in U.S. political history and is now preparing to wield her gavel in a way that few, if any, recent speakers could match....Pelosi is being mentioned by observers in the same breath as the legendary Sam Rayburn and Tip O'Neill, although she has yet to assemble a legislative record to match theirs.

PELOSI: I respect the office that I hold. And when you win the election, you win the majority, and what is the power of the speaker? To set the agenda, the power of recognition, and I am not giving the gavel away to anyone.

Most powerful woman in US political history? Lowest approval rating for Congress ever? Single digits in July - lower than the worst president in history. Whatever power she has she's not putting it to good use.