WHAT HAPPENED “From an examination of the detached engine, the NTSB concluded that the pylon attachment had been damaged before the crash. “  frp, Avstop below Wikipedia: American Airlines Flight 191 https://en.wikipedia.org/wiki/American_Airlines_Flight_191 Excerpt: The National Transportation Safety Board (NTSB) found that as the aircraft was beginning its takeoff rotation, engine number one (the left engine) separated from the left wing, flipping over the top of the wing and landing on the runway. As the engine separated from the aircraft, it severed hydraulic fluid lines that locked the wing's leading-edge slats in place and damaged a three-foot section of the left wing's leading edge. Aerodynamic forces acting on the wing resulted in an uncommanded retraction of the outboard slats. As the aircraft began to climb, the damaged left wing, with no engine, produced far less lift (stalled) than the right wing, with its slats still deployed and its engine running at full takeoff speed. The disrupted and unbalanced aerodynamics of the aircraft caused it to roll abruptly to the left until it was partially inverted, reaching a bank angle of 112 degrees, before crashing in an open field by a trailer park near the end of the runway. The engine separation was attributed to damage to the pylon structure holding the engine to the wing, caused by improper maintenance procedures used at American Airlines. https://en.wikipedia.org/wiki/American_Airlines_Flight_191 Avstop: Engine Separation Causes American Airlines Flight 191 to Crash http://avstop.com/news/engine_separation_causes_american_airlines_flight_191_to_crash.htm Engine Separation Causes American Airlines Flight 191 To Crash Killing All OnboardBy Mike Mitchell At 15:02, the flight was cleared for takeoff and began its takeoff roll down the runway. The rotation sequence was said to be normal until the number one engine and pylon assembly, and about 3 feet of the left wing leading edge, separated from the aircraft, flipping over the top of the wing and landing on the runway. Air traffic controller Ed Rucker, along with other witnesses, observed the aircraft continue to climb to about 300 feet above ground level, while spewing a trail of white vapor of leaking fuel and hydraulic fluid. The pilots were aware that the number one engine had failed, but they could not have known it had fallen off the plane, because the wings and engines were not visible from the cockpit of their aircraft, and no one in the control tower informed the flight crew of what they had seen. Investigators subsequently found that the flight crew thought engine one had only failed, not separated from the aircraft. The first officer raised the nose of the jet up to 14 degrees, thus reducing the airspeed from 165 knots (306 km/h), to the required V2 speed of 153 knots (283 km/h), specified in the emergency procedure for engine failure during takeoff. However, the engine separation had severed lines which contained hydraulic fluid, used for controlling the aircraft's leading edge wing slats for the outboard portion of the left wing. That failure caused that section of the slats to retract under air load, and the slats would have become inoperable because of the loss of the hydraulic fluid. The slat retraction increased the stall speed of the left wing to a speed that was at least 6 knots higher than the prescribed V2 speed, at which the plane was then flying, and thus the left wing stalled. The aircraft then entered a situation called asymmetric lift, when one wing is stalled and the other is still flying. This caused the jet to roll sharply to the left, forcing it into a steep dive, before the aircraft crashed into an open field approximately 4,600 ft (1,400 m) from the end of the runway, striking a hangar at Ravenswood Airport. The fuselage cut a trench into the empty former airfield and the large amount of jet fuel generated a huge fireball. The plume of smoke could be seen from the downtown Chicago Loop. All of the 271 on board were killed by the impact and subsequent fire. Two employees at a repair garage were also killed and two more severely burned. Three residents were injured and five trailers and several automobiles were damaged in a nearby trailer park when wreckage from the jet was thrown by the force of the impact towards them. Engine Separation From an examination of the detached engine, the NTSB concluded that the pylon attachment had been damaged before the crash. Investigators looked at the plane's maintenance history and found that its most recent service was eight weeks before the crash, in which engine number one had been removed from the aircraft, however the pylon, the rigging holding the engine onto the wing, had been damaged during the procedure. The original procedure called for removal of the engine prior to the removal of the engine pylon, but American Airlines had begun to use a procedure that saved approximately 200 man-hours per aircraft and "more importantly from a safety standpoint, it would reduce the number of disconnects (i.e., hydraulic and fuel lines, electrical cables, and wiring) from 72 to 27." The new procedure involved mechanics removing the engine with the pylon as one unit, rather than the engine, and then the pylon. A large forklift was used to support the engine while it was being detached from the wing - a procedure that was found to be extremelly difficult to execute successfully, due to difficulties with holding the engine assembly straight while it was being removed. The field service representative from the manufacturer, McDonnell-Douglas, said it would "not encourage this procedure due to the element of risk" and had so advised American. However, McDonnell-Douglas "does not have the authority to either approve or disapprove the maintenance procedures of its customers." The accident investigation also concluded that the design of the pylon and adjacent surfaces made the parts difficult to service and prone to damage by maintenance crews. The NTSB reported that there were two different approaches to the one-step procedure: using an overhead hoist or using a forklift. United Airlines used a hoist; American and Continental Airlines used a forklift. According to the NTSB, all the cases "wherein impact damage was sustained and cracks found involved the use of the forklift." Under the procedure American used, if the forklift was in the wrong position, the engine would rock like a see- saw and jam against the pylon attachment points. The forklift operator was guided by hand and voice signals; the position had to be spot-on or could cause damage. Management was aware of this. The modification to the aircraft involved in Flight 191 did not go smoothly. Engineers started to disconnect the engine and pylon, but changed shift halfway through. When work continued, the pylon was jammed on the wing and the forklift had to be repositioned. This was important evidence because, in order to disconnect the pylon from the wing, a bolt had to be removed so that the flange could strike the clevis. The procedure used caused an indentation that damaged the clevis pin assembly and created an indentation in the housing of the self-aligning bearing, which in turn weakened the structure sufficiently to cause a small stress fracture. The fracture went unnoticed for several flights, getting worse with each flight. During Flight 191's takeoff, enough force was generated to finally cause the pylon to fail. At the point of rotation, the engine detached and was flipped over the top of the wing. The findings of the investigation by the National Transportation Safety Board (NTSB) were released on December 21, 1979: The National Transportation Safety Board determines that the probable cause of this accident was the asymmetrical stall and the ensuing roll of the aircraft because of the uncommanded retraction of the left wing outboard leading edge slats and the loss of stall warning and slat disagreement indication systems resulting from maintenance-induced damage leading to the separation of the No. 1 engine and pylon assembly at a critical point during takeoff. The separation resulted from damage by improper maintenance procedures which led to failure of the pylon structure. Contributing to the-cause of the accident were the vulnerability of the design of the pylon attach points to maintenance damage; the vulnerability of the design of the leading edge slat system to the damage which produced asymmetry; deficiencies in Federal Aviation Administration surveillance and reporting systems which failed to detect and prevent the use of improper maintenance procedures; deficiencies in the practices and communications among the operators, the manufacturer, and the FAA which failed to determine and disseminate the particulars regarding previous maintenance damage incidents; and the intolerance of prescribed operational procedures to this unique emergency. The NTSB determined that the damage to the left wing engine pylon had occurred during an earlier engine change at the American Airlines aircraft maintenance facility in Tulsa, Oklahoma on March 29 and 30, 1979. The evidence came from the flange, a critical part of the pylon assembly.  http://avstop.com/news/engine_separation_causes_american_airlines_flight_191_to_crash.htm MSW: MIT: Knowing When to Stop: The Investigation of Flight 191. Mara Vatz (2016) https://cmsw.mit.edu/wp/wp-content/uploads/2016/10/212446939-Mara-Vatz-Knowing-When-to-Stop-The-Investigation-of- Flight-191.pdf Excerpt:   On May 25, 1979, an American Airlines DC-10 crashed just after taking off from Chicago's O'Hare Airport. It was the worst crash in U.S. history at the time, having killed all 271 people on board and two people on the ground. Arriving at the scene of a plane crash is akin to walking into a play during the third act: most of the story has already played itself out. The crash is the climax of a complex and nuanced plot with hundreds of characters and no clear beginning or end. Nevertheless, investigators from the National Transportation Safety Board are responsible for reconstructing the story from the evidence. They must study the characters and unearth the storyline and all of its twists and turns, and at the end https://cmsw.mit.edu/wp/wp-content/uploads/2016/10/212446939-Mara-Vatz-Knowing-When-to-Stop-The-Investigation-of- Flight-191.pdf 09/06/2018 Looked in on this today and still getting goosebumps in the process. 09/03/2018 Have removed typological error section found in the earliest notes on this. 06/24-25-26-27, 29-30; 07/01/2018 see added notes in yellow Chicago O’Hare Airport’s American Airlines 191 crash; C Prairie Ghosts: LINGERING SPIRITS OF FLIGHT 191 - Prairie Ghosts https://www.prairieghosts.com/flight.html Daily Herald: First responders recollect chilling visions of Flight 191 crash. By Madhu Krishnamurthy (05/25/2016) http://www.dailyherald.com/article/20111014/news/710149919/ Chicago Tribune: American Airlines Ohare Crash Flight 191 Hospital Perspective. By Cory Franklin (05/24/2015) http://www.chicagotribune.com/news/opinion/commentary/ct-american-airlines-ohare-crash-flight-191-hospital-perspec- 0525-jm-20150522-story.html Context 1979 -1979 oil crisis - second in decade -Iran hostage incident coming up in November -Iran-Iraq War on horizon starting in 1980 -Iran Revolution recent 78-79  https://www.britannica.com/event/Iranian-Revolution-of-1978-1979 Yom Kippur War brief but significant 73 anti-Israeli Middle Eastern coalition OPEC issues with USA-Vietnam officially over just a short 4 years previously; war lasted November 1, 1955 – April 30, 1975 https://www.newhistorian.com/opec-1979-oil-shock/2423/  Excerpt:  OPEC was founded in 1960 by Iran, Iraq, Kuwait, Venezuela and Saudi Arabia, with other countries joining over the years, leading to its current twelve members. The enormous power it could wield internationally was first demonstrated in 1973. In resentment of Western support of Israel in the Yom Kippur War, the OPEC countries issued an oil embargo. This saw the price of oil jump from $17 a barrel to $55 in the space of a year. Since its formation, OPEC had been steadily increasing oil production year on year. From 1973 however, production remained constant for six years, to support the artificial price increase. -Watergate earlier in decade  72-73 http://watergate.info/ -Nixon resigned earlier in decade 8/74 -Three Mile Island incident -Jimmy Carter president The first oil crisis of the 1970s was the direct result of OPEC’s actions, while the second was a consequence of domestic events in Iran, the disruption of which OPEC tried to reduce. What was clear from both events however, was the massive role OPEC could play in deciding the price of oil, and the very real effects the availability of oil could have in Western countries. Some personal notes summarized and clarified 06/27/2018: 07/02/2018 The 07/01/2018 The things that have been coming up, with increased flow-clarity as the geode crust was dissolved, are: a sense of airline uniforms on plane higher up and crew personnel; a sense of equipment and gauges; some of the personalities, two to three like the captain and one stewardess seem to come in most clearly; a vague sense of something not right about what I currently think might have been the engineer on board during the crash.  A weak sense of an older woman who might have been one of the literary group members going to LA for a conference or some such thing.  A weak sense of another stew```````ardess who might have been blondish, but whereas I seemed to be picking that up a few days ago, it has not held as an ongoing impression, whereas the one around the captain and the darker haired stewardess seems to have not only held, but gotten more distinctive.  The sense now in terms of timing it is OK to start doing more reading on the issue now, including to go back and read more carefully what I had already read in a few news articles to tighten up the details, names, et, timing of departure, etc.  Something that did come up last night was a reminder of the heavy and unusual snows Chicago had had earlier that year,k ,as if in some way this is a factor. The other thing that came up was background scripts; I can go away from this case, but even a brief shift in my mind back to it will show it is still there with me on an energy level like a background script or program on a computer.  This seems to mean there is an “inness” or that a deeper connection has been made. 06/30/2018 The old crash site is like a zone; entering it is like hitting a live wire.  Making contact with the energy of the space is an encounter; the inhabitants react and can start coming into your field, into your world; things can start happening and shifting. When I say spiritual healing or intervention is needed, understand I don’t mean biblical; although I believe various organized religious groups can and do access true spiritual vibrations, some of it gets lost in the ego, the space of the mind and the wannabes.  When I call on spiritual intervention, I mean a living expanse of energies that are reflective of the idea there is something more to existence than the physical, but I want to keep things open and breathing, with open-ended questions.  I am not demanding formula or voodoo.  Spiritual intervention does not mean we come at things as if we are on some higher plane bringing in the light or the answers, but it’s more like teamwork involving multifaceted approaches - even trial and error.   It is the sort of thing we would want done for us if we were in a similar stuck situation.  I do think souls can get stuck in something which manifests as a haunted area; whether it is a time and space loop or something else,  it can seem in our narrow perspective that whatever it is blocks evolution and moving on.   Whether it comes from heat, pressure, interdimensional jagging or overlap, blocked emotions like fear, pain, hatred, non-forgiveness, secrets, guilt…something seems to keep people from moving on in these haunted spaces.  I feel it could happen to any of us and none of us is ultimately immune from such things.  What it takes is receptivity, keeping an open mind, humility, admitting one’s own limitations but also being willing to stretch our gifts and abilities perhaps beyond their limits, finding the core of what is drawing us to these things, finding the core or center of the situation, what is the core expressing, what is it we cannot hear, or do not want to hear in that core?  My feeling is in this case one of the victims was also a type of perpetrator of the crash and that this is part of the core of the haunting with its unfinished business.  This is one of the places we need to go for making shifts in the energy field and the beings themselves.  I don’t feel he is the only ghost but a primary aspect.  I lean toward the engineer but know that at this point, June 30th, I only read about an engineer on board with the crew once - have not delved into it further - and am not 100 percent sure I read it right.  But at this point, that is who I am thinking is a primary player  on all levels of the crash, both before and after during its unsettled, haunted stage.  There have been more than one ghostly light seen on the crash site field, and I do think there are more than one spirit.  Perhaps it has to do with the quickness of the crash, the suddenness - not enough time for people to process their own deaths - I don’t know if there is an interdimensional rift or overlap from the explosion, but let us consider the possibility.  I do think some healing and spiritual energy has intervened since I started looking into this issue, both because I looked into it and started shifting things around, but also because I have had helpers both independently and within my energy field adding to my potential and power/knowledgeanddoingsoethingsontheirown.    I don’t think it is a monologue with these people; as things start flowing again, I feel there is increased dialogue.  Also the original sense of a patina or shell built up over time (the rough outer side of the geode) seems to be lessening - partly because of helpers - the distance in time seems less disstance - more current, the people more here, now - less like looking down a telescope into the past - things seem less aged or brittle - I can almost here the captain think or speak, sense his way of analysis - I suspect one of the stewardesses might have been married or in a relationship with someone still alive connected to the airline industry. I think at least one other person has indeed stepped in to help - perhaps someone I made contact with or someone he in turn contacted. I think the 1970s were an important time period in terms of what has followed since into the more current time; by looking back we can sense the before and after. 6-29-2018 To be clear, as was written in earlier notes on this subject, I had the feeling that because of the terror, pain and overall horror of this incident, including the unnecessary loss of human beings with feelings and a life to live, in our best morality and common sense, we would ground most planes and other aircraft, leaving just a few for specific tasks and under the control of a tight ship of aviation professionalism. I don’t think we are addressing the realities of the dangers of of public air transportation, and have not been for many years.  We keep hearing “flying is safer than driving” - that statistically, there are less plane crashes than automobile ones.  I think this glosses over the fact each incident of pain and terror is one accident too much.  Each crash is an independent incident and deserves individualized respect.  There is no such thing as “just another crash.” The other thing I want to talk about today are helpers.  There have been helpers on this 1979 AA 191 crash issue in terms of psychical and spiritual energy help.  So I have been made more than I normally am, and was taken to broader depths.  What I have learned from this is that you can have an energy connection long distance, and that there is a strong enough blend of energies that the other person becomes part of the psychic work on the crash site even if he is not consciously meaning to participate; something about his energy in my space with me helped add spiritual energy and the retrieval of psychic information on this crash site.  I think it relates to his past wartime experiences with things like bombings, explosions and fires.  I don’t think he consciously intended to help, and probably would prefer to avoid the subject, maybe his oversoul was here - new information and help came in between the two of us - almost like birthing a baby together.  Also maybe his own age and feelings of possible death were part of this.  I think perhaps some of the Marines have been involved in surreptious activities or covert operations which were not according to the old, traditional and true blue United States.  Some of our Marines got off track and now have secrets they don’t want to talk about with the rest of Americans and it is as if they don’t really connect with the mainstream America as most of us know it.  So that came up for me around this help in energy-space from an a person.  If he participated in covert acts in this way, this is his opportunity to help  and to come back to the fold - or even to come to the fold maybe in a way he never really was before.  I think he is someone with deeper levels of soulful information which has helped in this crash issue, in other words.  In addition, I feel other helpers in one way or another have been on board with us. I also realized there are people still living who knew and had relationships with the crash victims.  Their feelings are important and addressing that brings in more awareness and sensitivity to the overall situation both past and present. The other thing that has come up around this is I will return the older material originally started on this because I feel it from the energy around this space to do so.  The biggest issue was typos with letters getting off sync.  I will this up later today.  Something that was said relates to something of essence between victims, theliving and the crash; it can be information or the quality of energy connection made while being in a certain space while writing about it.  I sometimes channel or go into another space when I write about high spiritual content iincidents.  I am feeling I am making a mediumship like connection with this crash incident. 6-28-2018 These are my psychic impressions: -workers in hangar possibly leaving for a lunch break (or other break) and not coming back, leaving things on the plane area of the wing where they were working -a car left parked at the airport by someone who was in the crash; feels like captain or admin crew; meant to be temporary, short park - to come back that night or next day; something in car important - papers, id etc, maybe mostly near front seat/dash -the sense we need to investigate the crew-related engineer on board -the sense we need to investigate news article writer Krishnamurphy wo wrote on crash years later -the sense there are still unknowns associated with the crew related crash victims -the sense there are still secrets and tight-lippedness among the living- -something ominously off -hauntings might be related to: engineer, blondish female flight attendant (stewardess); children in my tentative opinion -spirits might be in a time/space loop; unresolved issues; secrets;high heat/energy/chemical aspect of explosion might have created interdimensional corridor -if I see photos of crew and others on plane I might tune in better to some of this, including who is likely haunting the site area -general sense of modern civilization waste and excess in aviation fuel consumption and needless waste of human life - large amount of unused kerosene type of aviation fuel created a huge explosion and burn in this crash; multiply fuel usage times numbers of planes flying daily both nationally and globally times numbers of decades since 1979 or even since the beginning of aviation history. added 06/26/2018 morning: Had inadvertently indicated 06/26 rather than 06/25 on yesterday’s added notes.  Also had failed to provide full current right name of this website to someone I wrote to in past few days.  I sense these errors are related to being in “the zone” of the psychic connection with the 1979 American Airlines Flight 191 crash with no survivors. T The key words/phrases or concepts related today, plus some additions now are and were: -captain of AA 191 might be one of the spirits haunting crash site - he feels like a smart and powerful man who would try to get information out or help with an investigation but there is a sense of guilt or being part of the problem, too -a female stewardess who might have had blondish hair, natural or colored- this might be someone’s wife or the other one might be; the sheer terror and rage, a certain k nowing and guilt, emotionality contributing to ghostly ambience and unfinished business-might be behind some poltergeist type of activities in terms of getting word out and expressing thru physical the terror some anger toward public and knowledge of problems with airlines before and after crash around this person; a fighter but the maybe scattered -some children on the flight might be ghosts -the sense of the haunted site being lost in time and space with a crust developing around it or stagnation entering it the further away in time we get from it; seeing reaching the people involved who might be stuck as needing to be reached or gotten through to.  Sensing the life force byond the barrier like a geode with a crystaline center needing to reach the light.  Tuckness can have repetivity to it, like an old tape keeps getting replayed.  This might lead us to assume the event is etched in memory like sound recorded on a CD or other device, even something in the grounds, walls, buildings nearby or atmosphere - but I think actual souls are involved.  We need to work both with the souls and the energy field(s) around them. -people connected to the AA 191 crash and who are still alive are a blessing whether they were positive, negative or partially negative agents in the situation because more can get done than if everyone was already passed over from the physical. -someone living in 1979 not directly connected to the crash but to show up later - like me - might have more bearing on the situation than can be figured by traditional means.  People and events can be making contact with one another in the 1970s withoug direct conscious awareness of it until many years later.  The body of the person might be like a satellite in space closest to a broken down spaceship with human inhabitants;  SOS and help relay to the closest best thing for the situation. What can be happening is something about my presence and its ways  might have been like a satellite in 1979 with communication and energy connections started between the crash and its victims back then - with ongoing reciprocity at this very moment.  In that case the closest best help is someone currently alive who can act as a conduit to an earlier time.  I was miles away from Chicago - probably in Farmington, New Mexico still in high school.  I don’t know this is happening; it is coming up as a possibility. Perhaps people like me have an energy configuration which can help in cases like this.  There might be other satellites around with equal or better tendencies - I think it has something to do with the way I do energy from my body as a psychci healer.  It can send energy into spaces like this to help.  I feel I am getting part of the puzzle, but not all of it.  Teamwork important. Musicians/artists might be able to help create flow in the stuck energy fields. -I sensed a crash passenger’s car sitting parked at the airport.  The energy around this car is the owner intended to come back soon.    I feel the owner is male and might be the captain or someone in the leadership crew of the plane.  I feel there is something important in the car near the dashboard.   I would check to see when the captain or someone in the flight crew planned to be back.  Was the flight to what I now think was intended for Los Angeles to be something that would have a relatively immediate return trip on another plane?  Would the captain or someone else be flying another plane back that night or the next day?  I am also feeling someone might have had children at a babysitter’s for an intended temporary period to cover a short departure and return.  This is weak.   Back to car, maybe part of papers is a a military clearance document or id card, but again this is weak. -TSA official still alive might be an issue hee. -The sense of a clock in the repair/maint plane hangar might be a bleed-thru from a clock I have seen yesterday and today in a public facility, but I think at least one heler might have been trying to get me to identify the time of the repair. -high heat, including chemically related explosions, might alter the time/space continuum, creating splits, distortions, etc.  Perhaps people in the crash are scattered across different dimensions.  -Perhaps there is an old Native American burial or related site in the area.  perhaps the two are blending together - the crash and old history - in some way. -the sense of waste and excess in petro usage in general and during an energy shortage.  The sense maybe planes need to be grounded for the most part and only used in small numbers for special cases.  Multiply the large amount of petro on that one plane across large numbers of aircraft used over several decades and the depletion of oil and gas reserves on the planet overall, and the large numbers of people who struggle to keep their comparatively smaller cars fueled or who have no car at all.  The sense of grave risk actually associated with aircraft - in malfunctioned machines, these flying craft are deathtraps or, at best, wounding machines. -for some reason, I have psychically heard the word “VIACOM” but it might be out of context: what era? -someone living might be angry over how I express feelings about some of the victims - understand it’s not my job to make judgments but I am expressing what comes up for me - right or wrong - in a similar situation, I could have my own guilt, weaknesses, issues - not to say anyone was guilty or should be judged after they experienced such a dire disaster - the real goal here is to get to the bottom of something that is still unknown about the crash - I feel there is yet something here that has remained untapped - the answers might be with the dead of the crash although there seem to be some others who do in fact know somsething and are unwilling to discuss it - we are not talking about a whole lot of people here. I am about to let this subject go and move on, as I told someone recently I tend to do with ghostly cases.  I started preliminarily sensing signs of a something up with this crash case and received confirmation when I came across the Prairie Ghosts website; things started clicking and coming into focus then.  I want to add some clarifications today.  First, by saying I was trying to stay fresh with the AA 191 material, I need to make clear that I had already read 2-3 news articles and watched some video clips in one of those news stories; I had scanned Wikipedia little bit.  So I was not entirely fresh by the time I started writing about works in the hangar possibly leaving for lunch midstream of a repair to the engine and wing area and not returning.  HOwever, what I was meaning was that I had not delved into the more specific details of the investigation into the crash itself.  The missing pieces for me are where the plane was during its repairs and maintenance before it was taken to the landidocking bay for passenger ar loading.  The other point is timing; if passengers loaded in the morning - I have to go back and clarify when the plane left that day - then my suggestion that people left for lunch during repairs might mean work had transpired the previous day during that day’s lunch hour.  On the other hand, aviation workers might work around the clock, and a lunch break can occur at anytime - even at midnight.  However, I will tell you that what I seemed to be picking up was more of adaytime activity - it’s just a general sense.  WHen I went back into look at this scenario pschically, it was as if someone was directing me to a round clock on the wall - one of those old style lack rimmed ones with a white face, as if trying to get me to focus on the time of day.  I see the cloc well enough - although it might be a symbolic representation of a clock in the room and not the actual shape of it - but I don’t see the time.  No, the sense of time of day is more of a general immediate sense in my body’s knowing of such hings, I think, it’s hard o explain, and of course, I could be completely off about all of this scenario.  By I add it here to add to the compendium of detail on the subject. I have reached out to Chicago ghost people - psychics, mediusm, and investigators - to work with me as a team on this as I am one who misses details and cannot be relied on to provide an accurate reading - but I can remind you that I do indeed have feedback loops and validations in my own life in certain ways - so let’s not throw the baby out with the bath water - in addition, I seem to receive the attention of “helpers” who seem to help with my clairvoyance by stepping in and looking in on bothmyself and the situation at hand; I see it as a group project and don’t claim that what I am getting is mine alone.  When I seem to start losing my humility, I remind myself of the possible helpers, and also of the spiritual aspect that might be coordinating this effort.  As I look in on the AA 191 crash further, I continue to have the sense that spiritual intervention is called for.  However, there are some places in which ghostly sites might block such intervention.  As I understand it at this point, part of this blockage comes from some kind of solidfication of time itself, sort of a like an aging crust or hardening, or encappsulation.  As if in this case we try to go back to 1979 as a layer in an energy field, and things are literally stuck in time, including the souls caught in this space with it.  Perhaps people who are more inclined toward music migor the arts might have a more flexible predisposition o get into the grooves on this, to lend fludit to the stuck places.  It’s a spontaneous thought here, just came up as a possibility.  I think I am indeed bringing “fresh energy” into the situation, I am adding my two bits to the healing project, in other words, but I sense where things are being left intact without much movement.  I am getting at part of it, but there is wmore work to be done.  Diversity in team work can bring in yet others who might have that fluidity to help open up the life soul in the geode, releasing the crystal to the light. I have my own stuck spaces in my psyche which might not be as flexible as it could be in the right ways for this project, but others might be more intact or developed in these areas where I am not. Beyond this, I began to sense a female in terror last night who might be one of the ghapparations seen around the crash site.  I sense she might be yet another female flight attendant (stewardess) - soemone with more emotion than the first one I seemed to have encountered yesterday or in the past few days.  this one has a different personality, more volatile, expressive, I feel her terror at the time of the crash and explosion but also her anger at the airlines and even the public who boards planes.  She might have a vindictive streak and a los a demand for getting information out about what happened and who was involved.  If she had lived, she would have sued the airlines and fought back and so might be doing this in a certain way from behind the veil.  I cannot possibly insist that what I am getting here is real or accurate, but I am simply writing down what I pick up, or what is coming to me.  I almost sense her as blonde, or having colored her hair blondish.  Maybe a little thicker or heavier than the first female attendant I picked up, who seemed to be thinner, darker haired and maybe more athletic - maybe even with some martial arts or self-defense training.  The other female attendant does not feel like she hung around that much after death; she was more calculating and aware, more in control of her emotions, seemed to take a gritty response to the crash, not surprised over it that much..  Behind some of these people is anger over the public, as if that anger is part of what got them into this mess of the crash in the first place.  this is a factor I am not sure is brought up in the investiations, but I will look for it.  This anger might have encouraged certain people connected to the airlines in the know to keep their mouth shut about repair and maintenance problems; it can also have to do with airline salaries vis a vis the public attitudes and demands from carriers adn attendants -- this is an ongoing issue and is one I read about online later over other issues -- however, this has come up in aa 1979 context so is not just what I have read before.  That anger and non-forgiveness of the public from certain airline personnel shoudl be considered in trying to open up the geode here. Also what has come up for me is the idea or feeling that people I might be talking about are known by people who are still alive today, people who could be reading this and comparing what they know to what I am saying.  That came up for me yesterday or in the past two days since writing to Prairie Ghosts website.  This would be a way to try to identify whether I am a fraud.  Others have tried to enter this psychic space around the situation. The few remaining living people close to the crash might still have secrets or things they don’t want to get out. The news writer with Krishna in her name who wrote on this crash years later should probably be checked out.  What is going on forme on that woman is I tune into her and cannot find her center very welland that bothers me.  Krishna does not sound Islamic, but when I checked out her articles for this newspaper with the AA 191 article of hers in it, she had one article ona Muslim event, the rest of it mostly on education n the area.  She does not seem to often write on aviation crashes, but perhaps she has a portfolio with other journals to that effect.  I would check out her religious and political eaffilations and whether she is associated with any groups that would have sabotaged repairs and maintenace of AA 191 during that 1979 time period, quite frankly.  I don’t know that I am picking up sabotage, but I will disclose that I went into this subject predisposed to believing the crash was related to faulty repairs and maintenance adn not terrorism; as such, I have found myself trying to break through that barrier by addressing the possibility of hidden terrorism, but perhaps it is more than that - perhaps I am being guided. The blessing is some people are still alive who knew the victims. added 06/25/2018 morning: My intuition suggests: at least one person who was on board when the plane crashed is signficant behind the hauntings for a reason we need to pay attention and look into in more detail -check out the crew/captain in detail, I am getting a tentative feeling about an engineer type connected to work on the plane on board - find out more about this one; also, a female flight attendant seems to have been conscious and aware about something - awake to what is going on- a smart, strong woman but maybe not particularly ethical, maybe keeping mouth shut type -tune into the apparition of a young man trying to make a call at a nearby payphone: who would he have called and what would he have said if he had managed to be alive to get to a phone that crash day? -something is coming up for me on the topic of petro in general, petro in the nearby area,and, for whatever reason, NASA and Jimmy Carter; there were apparently nearby petro plants in the airport area and when the explosion was first seen on aerial photos, they thought it was the nearby petro plants exploding, learned later it was the plane; there is something around this issue which is snagging my psychic energy in some way, so look into it more; one thing that comes up as a possibility is were workers at airport shared with petro plants in some way? or were mechanics shared with some other function in area around that time or even on day of repeairs and maintenance for that plane?  I have not read the details on the plane investigation, but there might be something in my subconscious if I had read through it in my original go-through on the aviation crash site for this website - I was going over a number of different crashes and aviation issues at that time and it is possible I went briefly into more detail on this one, although I don’t consciously remember it right now; I have added a good detailed investigation report here in this section - a master’s degree thesis - but have not delved into it beyond the first introdcuctory claused added as an excerpt here.  I am trying to let the impressions come in fresh without reading the investigation reports, in other words.  When I do start reading them, I might discover what I say is counter to what was discovered or reported, but I will leave my impressions as I found them.  There is an overall ominous sense of something being off around this crash and that what it is is something unknown.  I feel maybe someone on board the plane knew what it was, and that person might have been connected to engineerwork on that plane.  Note some of the passengers belonged to a literary guild and were heading to LA that day for a group function of some kind.  Sometimes literary types are more psychically awake, and this could possibly be one source for the hauntings, which can be a form of attempt at communication with the living.  Sometimes hauntings happen because of too abrupt of death for awareness of one’s own death;there can be a stuck energy, a block of some kind, from moving on as a spirit;as mentioned elsewhere on this website, this can be a form of post-mortem trauma; sometimes it is about unfinished budsiness; it can be about a need to get the word out about what really happened or even ongoing secrets; it can be about deep-seated pain and angsguish; it can be something in the Tao that says this is too much, something is off here, it’s been taken too far, so an unwinding or a balancing, a healing is the most moral avenue to take in this regard; maybe an object that survived in full or at least partially from the crash has an energy around it that is drawing attention for more analysis and it is snagging my psychic energy, too. I have also indicated to someone else that we need to be on alert for possible terrorist zone of influence by noting who is writing about the event even years later - watch for Islamic and/or red/green coalition types; although I sense a mechanical issue around the engine as reported, there is an energy around the whole thing that is ominous that I currently cannot quite put my finger on it it, so we need to keep our eyes and ears open for things yet unknown.  Who in Chicago at the time was in the aviation mechanics pool of workers?  Would some kind of authority have called the mechanic workers off of their job and why?  Would the bulk of the buddies have been overseas in a war somewhere around the Middle East conflict?  Chicago had a strong civil rights orientation - witness Obama and his tendencies when he was in Chicago.  The anti-American tendencies are in the state, in other words.  What was going on politically around those petro plants near the airport?  Were any planes used for commercial (public) flights also quietly being doubled for military use in some way?  Please note the large amount of fuel that was on the plane that exploded . 
NOTES American Airlines Crash
System Abuse System Abuse
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