happen. a significant development in the fight against isis and al qaeda. thank you so much for joining us. be sure to set your dvr to record "outfront" to watch us anytime, any day. i'll be back here same time tomorrow night. anderson cooper 360 continues our coverage right now. good evening. thanks for joining us. it has been a difficult day in the final moments of germanwings 9525. we know there was no sound from the co-pilot who sat at the controls of the airbus a 320 as it head into the mountainside. no sound, no last minute prayers, no sound but his breathing picked up by one of the microphones in the cockpit and the sound of the captain banging on the door trying to get in and the screams of passengers who knew their lives were about to end. we try to make sense of the news and the sickening notion a single person responsible for taking down this flight and murdering 149 other men, women, and children. authorities now believe the germanwings first officer,

andreas loubas only job to fly people safely to their destination, instead flew them to their deaths locking his captain out of the airbus a 320 flight deck aiming into the french alps. the flight tracking web site flight radar 24 showing data he set the autopilot as low as it would go sealing the fate of 149 lives. tonight, all the questions being raised about what possessed him to do it and how airlines can spot a rogue pilot if they can at all. also reassessing the cockpit security measures that have so far prevented another 9/11 but cannot stop an inside job. live for the next two hours because there's a lot to cover. taking your questions on that and everything else people are talking about. we begin with justice correspondent pamela brown with the very latest on the investigation. >> reporter: tonight, investigators remove boxes from 27-year-old german native andreas' apartment the man who

deliberately crashed 9525 into the french alps. the ceo of lufthansa said loubits was an experienced pilot with more than 600 hours of flight experience a good record. >> 100% fit to fly without restrictions. his flight performance was perfect. there was nothing to worry about. >> reporter: loubits passed initial medical screening. the airline does not do ongoing psychological testing leaving open the possibility something could have changed after loubits began his job at germanwings in 2013. he said lubitz at one point interrupted training for several months in 2008. he wouldn't explain why but said lubitz eventually completed training. >> i went to the aviation school in phoenix, arizona. they underwent training there. there was an interruption with regard to the training and after then the candidate managed to go through. he continued his training. >> reporter: a pilot who was a

flight club member with lubitz said he never showed any signs anything was wrong. >> as far as i'm concerned, i could say he was a very normal young man. nothing out of the ordinary. nothing at all. there were no accidents that i'm aware of. nothing. no incidents whatsoever. >> reporter: another flight club member said lubitz enjoyed his training. >> he was a lot of fun. even though he was perhaps sometimes a bit quiet. he was just another boy like so many others here. he was well integrated and i think he had a lot of fun here. >> reporter: why he would deliberately steer flight 9525 for nearly 10 minutes into the french alps remains a mystery. >> translator: i can't understand it. we'll have to wait and see for the investigation to continue. >> reporter: the fbi is in a support role in the investigation on stand by waiting to see what help it can offer to the french and germans leading this investigation right now and investigators are interviewing those who knew lubi lubitz and anything he had his

hands on. his relationship, medical history, and any political views he may have had. anderson? >> pamela thank youofficials were speechless. shock from the news and across the crash site itself where lufthansa has brought grieving family members flying them in from barcelona and dusseldorf. that shock felt in the co-pilot's hometown of montabower germany. looking for things they missed and searching at his parents home. in the town she joins us tonight. what's the latest there on the investigation? >> reporter: hi anderson. i'm just up the road from the house where lubitz was brought up. he used to deliver papers as a little boy and his parents left that house down the road this morning to fly to marce as yet

another grieving set of parents. they thought they would be going to mourn the loss of their son and now they are hearing from the state prosecutor that their son may have been a monster who caused the loss of these people. investigators today were in that house. they brought out boxes including servers, what looked like computers and they were also investigating the flat in dusseldorf which he had and he split his time really between the two, sifting through for evidence that would in any way indicate his psychological state at the time of the crash and why he did what he did, anderson. >> how can you imagine those parents who thought their child who was a victim of this only to learn on their way there that in fact he's not a victim at all. that he caused this he's not just a person who committed suicide, he's a person who apparently has committed mass murder. i know you've been talking to people who knew the co-pilot. what did they say?

>> reporter: well to a certain extent the city and it's quite a small-knit community is in lockdown. you know the world's media has descended on them and i've got the impression those people who did really knew him are tight lipped about it. i talked to a few of his peers, people of his age. he was 27. saying i knew him but we're not talking to you. that is that. we came here very soon after the prosecutor made his accusations and already the word had spread. the only real information we've got so far was from this gliding flight club where he'd spent much of his teenage years going to learn to glide where they said they couldn't imagine what a change this man, they didn't believe that he could have been the man, a man who would drive a plane into a mountain side he'd been a regular guy and enjoyed, felt proud of the fact he was a germanwings pilot and that he

made his passion his hobby into his career. and that was really all that they could say about it. but it certainly doesn't add up to a picture of why he did what he did, anderson. >> rarely does, particularly in the early hours and days. i appreciate the reporting, diana. the heart of the data recorder we don't know precisely what the co-pilot did to bring the plane down. we know what he and the captain said as well as his breathing and a number of alarms picked up on the voice recorder. we obviously do not have the complete picture of yet. but the sketch we do have raises to say the least a lot of questions. cnn aviation correspondent richard quest joins us and cnn safety analyst and former investigative. former ntsb managing director peter goelz and with us airbus captain ron stock. i appreciate you being with us. the news that the auto pilot was

reprogrammed from 20, excuse me 38,000 feet to 100 feet another piece of the puzzle coming together. this was a deliberate act. >> absolutely. and it's scotched any ideas that somehow there was a medical emergency, that he had slumped on the controls. nothing like this. what we heard from the prosecutor was that he had dialled in the descent. and we wondered how they knew about this because they haven't got the data recorder. well it is information that comes from the transponder or one of the transponder frequencies where you can see the, on the list of data it goes from 38,000 to 96 is what he put it. and then sits back calmly as we're led to believe and does nothing. this i was prepared to sort of give the benefit of the doubt in every different direction until we heard the prosecutor until we heard the airline ceo saying i'm speechless that an aircraft

has been crashed by the cause of my own copilot. >> all day long i cannot get out of my mind the idea that for those 8 minutes, he sat there looking out at the approaching mountain not saying anything and just the sound of his breath and the gradual sounds of screams of the passengers. >> he will have had happening around him. besides the noise of the aircraft, the sound of the banging of the door, the sound of any alarms going off as they get towards the ground the sound of air traffic control calling out constantly we now know they were calling out constantly and then the sounds of the screams of passengers, which to have been picked up on the microphones on the other side of a locked door gives you a horrific idea. >> we know the egypt air pilot believed to have brought down that plane i think in 19 99, if i'm not wrong, we know he mumbled something close to a prayer before the plane was brought down. ron, i'm very glad you're on the

program tonight because you have extensive experience with exactly this plane the a320 and so much focus on the door lock switch and why the pilot could not get back in. can you just explain how that works? >> yes. essentially, it's a three-positioned toggle switch which is spring loaded to the center position. if you move the switch to the forward position it will unlock the door. if you let go of the switch it returns to the center position. wrb whereby is door is locked again. there's the back position or rear wood position which is a locked position and essentially what that does is disables the whole emergency entrance procedure. it disables the buzzers that rings in the cockpit. essentially, locks everybody out of the cockpit. so if a pilot wants to remain locked in to that cockpit there, you hit that lock switch and

it's a time switch but nobody will get into the cockpit. >> we don't yet know whether the pilot who was locked outside actually tried to enter in the emergency code that would have granted him access but it almost doesn't matter because the co-pilot who was at the controls could have just toggled it down to the locked position and that would have overridden any attempts from the outside to get in correct? >> that is correct. he can override it. like i said it's a timed switch. 57 5 to 20 minutes. locks everybody out. each time it resets and you reenter the emergency code all the co-pilot would have had to do is place the switch back into the locked position that would reset the timer again. >> so every time the pilot, if in fact the pilot was entering the code if he remembered to do that, every time the co-pilot would have had to load it back

to the locked position? >> exactly. yes. exactly. after that time whether it be a 15-minute lockout, that resets the system and then potentially the captain could reenter the emergency code. which sets off a continuous buzzer in the cockpit. and then all the co-pilot would have had to do is to take that switch back to the locked position again. >> it's interesting, david soucie. so essentially, the co-pilot would have been getting warning that the pilot was entering the code and trying to get in and i assume that would already be known to authorities because the sound of that alarm would be picked up by the microphone. >> it most certainly would. >> voice recorder. >> yes, so loud that it would overcome other sounds in there that have to be distinguished within the analysis later. >> david, in terms of what we learned today, as an investigator what stands out to you? >> i tell you, it all fits.

when you find the answer it all seems to fall in place like it's supposed to. in this case it does in my mind. with one exception. and richard may have answers for this because we had discussed it earlier, but if he did select the descent and this is something we need to ask ron, wouldn't that descent be smooth and straight? i would think it would be. but this has some anomalies in it. it has changes in it. that could be because he inputted some control and tried to move it. >> ron, what do you make of that? >> first off, the airplane will not leave on the autopilot, altitude without pilot intervention. you have to physically reach up there, reselect a new altitude and then move that selector switch either push it or pull it depending upon what kind of descent you want to do. you have to physically move that switch to get that aircraft to initiate that descent.

and there are different ways that you can make the airplane descend. >> peter, they have yet located one of the recorders. what can we learn from the flight data that we don't know now? >> i think we've got the major pieces but you would want to confirm exactly what the pilot was doing during the final moments. it will confirm whether, when he put the new altitude in it will confirm whether he had done anything prior to that. had he tried this out during the preflight? was there any other warning signals prior to this terrible event taking place? but i think the voice recorder has told the tale and it is a very sad one. >> yes, sickening, indeed. everyone stay with us. there's a lot more to talk about. we are on until the 10:00 hour tonight. live for two hours and we'll be taking your questions as well. you can tweet them using

using #germanwingsqs. later, how officer lubitz used the door to stop anyone on the other side. and hard as it is to believe as we mentioned, this is not the first such incident. we explore parallels to this one and what we can perhaps learn from them. fact. fast-acting advil is designed with an ultra-thin coating and fast absorbing advil ion core technology stopping headaches and other tough pain. fast. relief doesn't get any better than this. advil.

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at a huge bone yard in california's mojave desert. here's what he discovered about the doors and what the captain was up against. >> reporter: stores airplanes no longer being used here but this boeing 737 was flown after 9/11 so it has a reinforced cockpit door. we want to give you a close up look at how it works. the 737 was moth balled less than a year ago. the locking system on these reinforced doors is very similar to the locking system you would have in an airbus a 320 that crashed in france. he's the director of southern california aviation. what is this door made of? this reinforcement? >> this is an inch and a half thick of kevlar with some steel. it's a kevlar door. >> reporter: unlike the airbus this is a key lock? >> this is a key override system. >> reporter: but it has what the airbus has. a numbering system. what is that for? >> a key pad to punch in the

code that will unlock this door. >> reporter: okay. what can destroy this door anything? >> virtually nothing. they are very indestructible. >> reporter: can i kick it? >> you can kick it. >> reporter: yeah. yeah. i mean you can tell that it's pretty indestructible. >> that's correct. >> reporter: okay. let's go inside. now we're going to show how the pilots lock the door from inside the cockpit. why don't you come back in here now and we'll close the door. this is the switching question. this is the switch on the boeing 737. there are three settings. auto unlock and deny. you leave out auto what does that mean? >> the normal setting of this to stay in the auto position. >> reporter: it says normal on the airbus but this is normal. leave it is door locked but if someone knows the number combination to press the numbers and the door will open the pilots want them to come? >> that's correct. he's got or he can deny. >> reporter: that's what i want to ask you.

if he doesn't want them to come in he or she puts it on deny. and then once it's on deny no one can get in this cockpit. >> that's right. >> reporter: and five minutes later, they can get it on deny but then no one is getting in here. >> he has to switch it every time he wants deny. >> reporter: every five minutes to deny. puts it on unlock it's obvious that will unlock the door and somebody could come? >> yes. >> reporter: and one interesting thing is this tv monitor. this is not an all american planes on some american planes but what are you seeing on this monitor? >> from this monitor, most of the systems have three cameras outside the door. and they can take look at multiple views of who's outside the door. >> reporter: so you can see who's out the door it would be a great thing to have on every plane. >> that's correct. so you'll also have this people right here to where they can physically see through who's out the door. >> reporter: these reinforced cockpit doors keep people safer

but as we've seen in this case it kept people out who needed to get in. >> gary tuchman joins us now. gary so is there a manual way too lock the door? how does it work? >> reporter: yeah there's some old fashioned technology on the 737. i'll show you. it's a dead bolt. like to see in your apartment or house. the way this works right now, it's unlocked in this setting. and then when you take this and move it into a plus it's locked but then you can use a key on the 737 and it will open the door. and then there's one final setting and that is the locked key inoperable. you will not be able to get in the door. if i close it right now and put it into the key inoperable and if you were outside, there's no way you could ever get in here unless i decided to open the door and let you? >> gary appreciate that. back with our panel, richard quest, david soucie ron stock who flies the a320. and also peter goelz. david, do you think something is

going to now change because of this? we know lufthansa does not have a regulation and there isn't a legal requirement that they have a second person in the cockpit at all times. do you think that's likely to change? >> i think it's started to change. a lot of air carriers stepped forward. this is something we've seen. they move forward without regulations waiting to happen. this is reflective of the safety culture developing in the airlines worldwide, really. before this they would wait until that regulation came out. they didn't want to waste money on something that wouldn't satisfy the regulation. now they go step forward and do things right away. >> richard, the ceo of lufthansa said no nothing could have prevented a pilot from doing that if there was a second person in the cockpit. you could argue perhaps they could have at least opened the the door wrestled with the pilot, something. >> yes. said the existing system had worked for many decades.

and that before they were going to change it they were going to make sure that what they were going to do doesn't, a, either create another problem but they've got to look carefully. today, we have in europe norwegian, air canada announced they will do two people in the cockpit. that door that we've just been looking at that door was designed for a purpose. and as we've discovered that purpose had consequences. and the consequences have now suddenly become arguably serious because of this incident as maybe the original purpose. that's the dilemma that the industry always faces when they decide to change something. are you going to merely create another problem that's going to come back to boomerang? >> anderson let me add something on the second person in the cockpit because, you know you were saying who will that second person be? it will be a flight attendant.

it will be a cabin crew member. are we now asking flight attendants to be trained in assessing the mental health of the pilot or the co-pilot while they're in the front of the plane? this is an issue that has to be well thought through. >> peter arguably you could say if the captain is banging on the door saying let me in let me in the flight attendant doesn't have to be all that well trained in what's going on to just realize -- >> we asked flight attendants to do an awful lot. they're the last line of defense inside the cabin so now we ask them to be the last line of defense inside the cockpit as well? i'm not sure. >> ron, what do you make about this? the idea of having this kind of rule across the board of having a second person? >> i think it's smarter to have a second person in the cockpit.

that definitely is a deterrent. one thing, there's a procedure established so when that and looked to the people and not somebody there that you don't want before there. cameras do the same thing. the time the doors opened matters. we don't stand there and carry on conversations with the door open. it's a three second rule. but each airline is probably has their own procedure for that. but i think it's better to have two in there, whether it be a second pilot on a jump seat or a flight attendant. >> peter, we've also talked about the potential benefits of live streaming data from the cockpits and how much that could help in the search for down planes. i guess it wouldn't have necessarily helped in this case. would have anyone been able to do that to prevent the crash? >> i don't think so. one thing richard has raised and that i agree with is it really

makes the argument for video in the cockpit. while the voice recorder will give us some piece of it and the data recorder will give us more fuller picture, having video streaming in the cockpit would really help complete the investigation. and i think it's long overdue. >> it's very interesting to hear what people are saying a moment ago about the second person in the cockpit comparing it to the pilot, it's exhibiting how this one size fits all, this make a rule and then have to worry about what you've created as a result of that rule. yes, the second person is a good idea in some circumstances, but peter, rightly says you going to ask that flight attend to be your last line of defense in the cockpit? it makes sense in some cases. it doesn't in others. but from an industry they have

to try and come up with a solution that doesn't merely make another problem even worse than the first. >> a lot of the questions i've been getting on twitter and i think are valid, which is why didn't if the pilot was trying to bring the plane down why did he have this gradual descent over the course of 8 minutes as opposed to just slamming the plane right down? my take is it's difficult, it's impossible to put yourself in the head of somebody who's about to do this and who knows what's going through their mind if they want some time to, you know think about things or what. >> that's partially it but remember you're flying an automated aircraft with a heavy degree of automation. it's not going to let you crash it or just push it forward and crash it to the ground because it's designed to protect itself from those type of activities. and we may ask ron again about that but in order to crash that airplane it's had a spotted

history of kinds of things coming offline and that sort of thing but this aircraft is designed and it's been faulted for overautomation but in this case -- >> ron, do you agree with that you can't just do that? >> ask me that question one more time? >> a lot of people are asking me why if somebody wanted to bring the plane down, why they would have done it so garageradually over the course of 8 minutes as opposed to a minute pointing the plane toward the ground and heading straight down. >> well the automation if you try to overspeed the airplane pitch down too far, it will fight you with it. the computers know this is not right. we can't go this fast. so but this airplane will yell at you. it will tell you, terrain, terrain, pull up when you get close to mountains. the only thing that i could see

based on his rate of descent would be that maybe he did not want anybody to notice that the airplane and that gradual descent would be better. >> wow that's fascinating also. terrifying to consider as well. listen, we've got to take a quick break. just ahead, unthinkable as it is for a pilot to crash a plane on purpose, as we noted, it has happened before with equally devastating results. egyptian flight 990. does it shed light in this tragedy? we'll take a look back. most of the products we all buy are transported on container ships. before a truck delivers it to your store, a container ship delivered it to that truck. here in san diego, we're building the first one ever to run on natural gas.

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tonight's breaking news. the co-pilot of germanwings 9525 now considered a culprit. french officials saying the plane's voice recorder say andreas lubitz deliberately crashed the a320 into the french alps killing everyone on board. flight radar 24 having data set the auto pilot to 100 feet as low as it could go. as inconceivable as it is for a

pilot to crash a commercial plane on purpose, it's certainly not unprecedented. randi kaye reports. >> reporter: a regularly scheduled flight from los angeles international airport to cairo, egypt, with a stop at john f. kennedy airport in new york. that was the plan for egypt air 990. but on october 31st 1999 the boeing 767 crashed into the atlantic ocean. about 60 miles off the coast of massachusetts. >> cockpit of boeing 767 in my airspace. >> reporter: crash investigators say the co-pilot learned he was being demoted and took control of the plane when the captain stepped out of the cockpit sending it into a nosedive toward the ocean. the cockpit voice recorder revealed the co-pilot repeated i rely on god 11 times just before the crash. the captain can be heard on the recorder saying what's happening? even more chilling the last words her are the captain

saying pull with me as he struggled to get his plane to change course. in that instant, the co-pilot turns off the engine slamming the aircraft into the sea. all 217 people on board were killed. with egyptair the transponder stopped working and no may day call. ruled the co-pilot intentionally crashed the plane, though egyptian authorities still say it was a mechanical failure. >> certainly, the pilots are part of the potential for the problem, so they have to be looked at. basically, it's not guilty until proven innocent because there's only a few sources that can cause this type of problem. someone outside the cockpit, certainly the people inside the cockpit. >> reporter: a suicidal pilot was also to blame for this. december 1997 the crash of silk air flight 185. it was heading from jakarta, indonesia to singapore when it

crashed into this river. >> it sounded like a bomb. like a bomb dropping. the first explosion was up in the air and then it exploded again and then crashed into the water. >> reporter: the plane dropped into the river in less than a minute. breaking the speed of sound and killing all 104 passengers and crew. ntsb said the pilot deliberately directed the pilot to crash. in indonesia, they claim the findings are inconclusive. randi kaye, cnn, new york. >> joining me now on the phone is former ntsa administrator and director john pistol who helped lead the investigation of the egypt air flight crash. you said you see a lot of similarities between flight 9525 and the egyptair crash. i'm wondering what you see. >> well sure anderson. the obvious is that the co-pilots apparently intentionally put the plane down and there are some differences

also because in the egyptair crash, the pilots realized what was going on in the laboratory able to find his way back in through the cockpit to the flight deck because there was reinforce, pre 9/11. able to get back in actually able to start pulling on the aircraft who tried to get the plane to go up again. and he was successful in doing that. at least temporarily, but unfortunately, the co-pilot was able to actually turn the engines off. and fell from about 16,000 feet as i recall. there was a drop then and you're on voice cockpit recorder. yelling and pilot yelling at the co-pilot too. pull with me pull with me. and then the co-pilot saying presumably some type of prayer. and then going down.

so that's the distinction. and the challenge in what's the solution to that? if you have an insider threat as opposed to an external threat really get back to the vetting and the assessments. not only the initial assessment for the new hire but recurrent and even the unpredictable assessments that have done for law enforcement, intelligence agencies around the world. we'll do a surprise for a drug test or any other things. or may be there's the possibility of that type of unpredictable way of medical, psychological things like that. >> it's just terrifying to hear what went on in the egyptair cockpit. interestingly enough in egyptair and silk air, the governments were both not accepting the results of the investigation that the co-pilot in the case of

egyptair had brought the plane down. john john pistole i appreciate you being on tonight. try families tries to absorb the information that it wasn't an accident. the future of the market is never clear. but at t. rowe price we can help guide your retirement savings. our experience is one reason 100% of our retirement funds beat their 10-year lipper averages. so wherever your long-term goals take you we can help you feel confident. request a prospectus or summary prospectus with investment information, risks, fees and expenses to read and consider carefully before investing. call us or your advisor. t. rowe price. invest with confidence.

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crash of germanwings 9525 no longer considered an accident. as you know french officials say the plane's voice recorder shows the co-pilot flew the airbus a 320 into the alps on purpose killing everyone on board while the cockpit was locked out, banging on the door trying to get back in and the passengers screaming. that revelation came on the same day that relatives and friends of some of the victims arrived in france at an area near the crash site. our nic robertson joins us now. today, i can't imagine what it was like for the victims' families. bad enough, but to suddenly learn the reason this plane went down. >> reporter: indeed. it was very somber and very solemn watching the families.

they arrived on seven large buses over 100 family members. there were a lot of support, french support staff there. safety workers. recovery workers but also we were taught people trained in helping people through grief. what the french authorities did for the families was bring them to an area they said was the closest that they could get them to the crash site. about 2 to 3 miles away. that sort of distance very close. close enough that they could see the helicopters flying overhead and dropping into the mountains. they could see how steep the mountains were. but at this memorial the families were gathered around a plaque and on that plaque were the napesmes of all the people on board the aircraft. we could see the families go in ones and twos to perhaps read the names of their loved ones on that flight. it was very moving to watch it from a distance but there was a reason we were at a distance and

that was because the french authorities wanted the families to have the dignity and the time to if you will absorb this moment and try to get a little better understanding and perhaps a tiny bit of solace if not any answers to those horrible questions that have been left by knowing precisely what happened aboard the aircraft. we hope these families begin in a way to grieve but just to help them as much as they could, anderson. >> thank goodness they were allowed privacy. i can't imagine any worse day in their lives. it's a difficult question to ask, nik, but obviously a lot of family members wish they could take their loved ones home with them. based on the way this plane went down based on the difficulty for recovery operations they can't even land helicopters at the site of this. that process even finding remains, that's going to take a while, isn't it?

>> reporter: it is. the prosecutor laid that out earlier in the day. it could be weeks before the bodies could be back to the families. there would be a need for dna tests but described what will be for the recovery workers but ultimately for the families very harrowing process of collecting because of the nature of the crash. the plane itself broken into small pieces and that's what happened to the victims as well. and they will be gathered up. the prosecutor said piece by piece. and we were able to see the helicopters carrying pieces away one underneath and one of the helicopters today. but this is going to be a slow very very slow process of recovery and the prosecutor tried to, you know has tried to make that clear to help the families through the process of waiting, anderson. >> horrific. nic robertson, difficult day. i appreciate you being there. while investigators now believe the crash of the flight was deliberate they say so far they have not found a connection to terrorism.

as we said france has asked the fbi for help with the investigation. joining me law enforcement tom fuentes and richard quest back with us. fran town zendsend, they say no terrorism. >> they searched the parents home. looking at documents, computers, was there a personal reason? not just terrorism but some obvious personal reason they can get from e-mail or documents on his computer. they're going to look at all that. medications he was on. try to figure out who was his doctor they'll talk to friends. they'll talk to coworkers. they're going to try to take the pieces and make them mosaic to give a better sense of this individual in his frame of mind to answer the big unanswered question. >> they have to also go back before he joined before he started training because then there's the question well did he become a pilot in order to do

something like this? and again, that's simply we don't know one way or the other. >> there will be hints. there are tiny threads that they will look for to try to knit together the broader answer to those questions. >> tom, we know france requested fbi assistance with the investigation. what does that look like exactly? how might the fbi be able to help in this? >> normally that would be checking databases, here in the u.s. he did spend time in the u.s. doing flight training. so they'll want to try to investigate everything about that who he was with. who his classmates teachers who he socialized with, in contact with. and also you know, the fbi has an extensive international group of offices from many different countries. if they need additional investigation through by lateral agreements with other host countries, they could use the fbi's system for assistance in that. >> richard, it was interesting to hear the ceo of lufthansa today because he did not seem to

indicate that he believed that the airliner had dropped the ball at all. i don't know if that was simply he stunned at what went on if it's a question of liability. but he said that this person was absolutely ready to fly, able to fly. clearly, this person was nots. >> he divided it into various categories. first of all, the selection process, which said they were proud of the training process, both in bremen and phoenix, arizona. again, this is you have to bear in mind with this ceo. he has worked his entire life at lufthansa. he's a captain in his own right. he has lived with the aura that this is the finest airline in the world when it comes to training to technology to maintenance. and this is just shattered in a moment by this unthinkable -- >> he said this guy was 100% fit to fly.

clearly, this is not the case. >> also he doesn't want to see the decades of procedures going out the window which have circled lufthansa in terms of training not having two people in the cockpit. things they know other airlines do but for them it's not necessary. it's as if the analogy for everybody at lufthansa, in the industry it's as if they are told the world is flat. >> tom, in terms of jurisdiction is it france who has jurisdiction on all of this? >> yes, the french at this point are in charge. obviously, working closely with the prosecutor in germany, it appears that the magistrate or prosecutor in marse france take the lead in this case and declares himself in charge of it. >> a long investigation no doubt. fran it's going to be a long time before they can definitively say one way or the other terrorism was not a part of this. >> we're focused because the

french asked the fbi formally what would be required of the lead investigative agency but what's going on behind the scenes anderson is the intelligence agencyies are all looking at their databases, their intelligence intercepts all of it. every form of intelligence to see if anybody has in their holding something they didn't realize is related to this guy that will help stitch the picture together. >> fran thanks for being with us. tom fuentes, richard quest. a day that left so many speechless we remember the people who lost their lives on flight 9525.

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two iran ianian reporters on a soccer match. excuse me from 18 countries. worldwide tragedy. we want to take time to remember those people including the two opera singers on the plane. lives cut short but their voice lives on. ♪

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thanks for joining us. 9 p.m. in new york. a small german town where people know the first officer on germanwings 9525 learned today that authorities consider him their native son to be a mass