John,
If
you want to publish an article about Flight 370 that has some facts and insight
from an expert, then publish this recent article from Veterans Today.
Flight
370: Another US Conspiracy?
….by Gordon Duff, VT Sr. Editor,
… with New Eastern Outlook,
Moscow
Who
would allow a bogus search to go on like this? Only the perpetrators
On March 13, 2011 Veterans Today said they could prove Malaysian
Airlines Flight 370 was “on the ground.” The mainstream media had sighted
wreckage but families were calling passengers on the “downed jet” and those
phones were ringing, an impossibility.
We are now certain that we are dealing with a “black op” at the
highest level. This fact alone surprises no one. The more important issue is
the ramifications of accepting this inexorable fact.
Today,
nobody doubts flight 370’s globetrotting ordeal. However, the real story is so
big it can and will never be told though, as with similar mysteries such as
9/11, we can expect and implausible fairy tale to emerge and receive official
recognition. Only the dead will know the truth.
The following excerpt is from a retired US
Air Force Colonel who currently flies the Boeing 777/200 for a major airline:
“Just a quick update with what I know about the Malaysia 777
disappearance. The Boeing 777 is the airplane that I fly. It is a
great, safe airplane to fly. It has, for the most part, triple redundancy
in most of its systems, so if one complete system breaks (not just parts of a
system), there are usually 2 more to carry the load. It’s also designed
to be easy to employ so 3rd world pilots can successfully fly it.
Sometimes, even that doesn’t work…
There’s many ways to fly the 777 and there are safety layers and
redundancies built into the airplane now to Malaysia. There are so
many communication systems on the airplane: 3 VHF radios, 2 SatCom
systems, 2 HF radio systems, plus Transponders and active, ‘real time’
monitoring through CPDLC (Controller to Pilot Data Link Clearance) and ADS B
(Air Data Service) through the SatCom systems and ACARS (Aircraft
Communications Addressing and Reporting System) thru the VHF, HF and SatCom
systems.
The air traffic controllers can tell where we are, speed,
altitude, etc. as well as what our computers and flight guidance system has set
into our control panels. Big Brother for sure! However, most of
these things can be turned off.”
______________________________
But, there are a few systems that can’t be turned
off and one is the engine monitoring systems. The Malaysia airplane, like
our 777-200’s, uses Rolls Royce Trent Engines (as a piece of
trivia….Rolls Royce names their motors after rivers….because they always keep
on running!) Rolls Royce leases these motors to us and they monitor them
all the time they are running.
In
fact, a few years back, one of our 777’s developed a slow oil leak due and
partial equipment failure. It wasn’t bad enough to set off the airplane’s
alerting system, but RR was looking at it on their computers. They are in
England, they contact our dispatch in (REDACTED), Dispatch sends a message to
the crew via SatCom in the North Pacific, telling them that RR wants them to
closely monitor oil pressure and temp on the left engine.
The crew did all of that and landed
uneventfully, but after landing and during the taxi in, the left engine shut itself
down using it’s redundant, computerized operating system that has a logic tree
that will not allow it to be shut down if the airplane is in the air…only on
the ground. Pretty good tech. Anyway, the point was that RR
monitors those engines 100% of the time they are operating. And don’t
EVER get in an Airbus!!”
This system was monitored for at least 5 hours after the plane was
initially reported as crashed, a reporting error that was not accidental. In
order to look at this story, you have to answer the right questions. Sometimes
the right questions aren’t the best questions; they are just the only ones you
can answer.
The “mystery” of flight 370 subjected to the
analytical tools of intelligence professionals proves the existence of a
multi-national, super-governmental conspiracy. This is a broad statement,
seemingly even a wild assumption. It is not.
The
“370 incident” provides foundation for understanding not just 9/11 but the
interlocking mosaic of staged revolutions, economic collapses, theatrical mass
killings and the systematic brain-washing of generations.
You see, “disappearing” an airliner today is beyond impossible,
beyond any magic trick. When the impossible is accomplished once, accepting it
has been done before; that it is done continually is no longer conjecture.
Normally,
crimes include three components, “means, motive and opportunity.” We will never
know why 370 was taken, why the passengers and crew were killed. Anyone who
knows and who would speak of it would be as dead as those on the plane. What we
have to accept is that there are questions that the answers to are simply
unimaginable.
We
have to deal with what we know and what that means. We know that an airliner
was taken, flown thousands of miles. We have surmised that the plane was landed
on Diego Garcia, the bodies removed and disposed. As for what cargo was
removed, asking is futile.
It
certainly wasn’t “lithium ion” batteries as being reported today, not hardly.
We know these things for certain:
·
Those
responsible are terrorists fully sanctioned by multiple governments with broad
control over the international press
·
The
willingness to do something this brazen is very real proof this isn’t the first
time. It brings everything claimed to have occurred on 9/11/2001 not only in
question but clearly establishes both capability and intent. If “they” did it
now, they did it then and will do it again if “they” wish.
·
Recent
plans for terrorist attacks against Ukrainian Air Force facilities, as outlined
in emails intercepted and published by “Anonymous Ukraine” show identical
intent and nearly identical capability.
Modern
airliners cannot disappear. They can’t be hijacked or stolen, not without the
full involvement of a SOCOM or Special Operations Command with the ability to
control news reporting, suppress not just radar but sensor data, so much data
that only a very few have a remote idea of how outlandish this story is.
We have already heard, first hand, how the plane tracks itself in
ways that can’t be turned off. Thus, we know the team at Rolls Royce can tell
us within 30 yards of where the engines were first turned off yet they have
never said a word.
I
accept this as proof that a British intelligence agency is very much a part of
the fate of flight 370. This is now “a given.” Four nations have the capability
of tracking Malayan Airlines Flight 370. In fact, disabling the planes
communications is an impossibility.
___________________________________
TRACKING THE UNTRACKABLE
Everything on this planet is subject to what
is called “Layered ISR.” ISR stands for Intelligence, Surveillance and
Reconnaissance. By “layered” we refer to satellites, starting with
geosynchronous orbit down to LEO, or “Low Earth Orbit.”
These
satellites monitor the entire electromagnetic spectrum and include SAR
(Synthetic Aperture Capability). Everything that moves, on land or sea, under
the sea, even underground, is watched and listened to.
Below
this are nano-sensors that are sustained in the upper atmosphere. I won’t even
begin to explain what these do but their function is “hyperspatial” rather than
“hyperspectral.”When we talk “hyperspatial” we make physicists cringe.
Everything below this is watched, monitored or sensed. You have to
realize that we don’t really need radar. Our entire atmosphere is an
electromagnetic soup, a “sea” as it were of Wi-Fi signals, AM radio, particle
emissions, a million sources, all reflected, slowed, absorbed or amplified,
painting a very complete picture of anything that moves. All is sensed, recorded,
examined by complex algorithms for anomalous behaviors that represent
“threats.”
Planes
don’t disappear; a gnat has trouble “disappearing.”
Immediately
after the plane “disappeared,” a working team was put together headed by Lt.
Colonel Stephen Avery, former USAF SOCOM pilot and retired security chief for a
major airline. Aiding Steve heading up the inquiry is former Supervising Special Agent Frederick Coward (ret) who headed FBI
operations for Asia.
Coordinating
the team with active intelligence agencies, “official” and, by far the more
effective private resources of Adamus Defense Group, was Operation Chief Colonel James Hanke, former G2 of Third Army, a
retired Special Forces intelligence officer.
What we found was astounding. To put this in context, we looked
back at 9/11 when CNN, at the scene of the Pentagon “whatever” was unable to
find any proof an airplane had been there at all. See.
_________________________________
PRELIMINARY FINDINGS
Our preliminary findings:
·
An
official cover-up began as soon as the plane went off course. All subsequent
reporting was part of a conspiracy. The location of the plane for the 5 or more
hours after it “crashed” was known, its speed, its altitude, and more.
·
If
any of the multiple systems on the plane that could be turned off were turned
off that, in itself, would have yielded data. Which system was turned off
first? How long between turning off systems? Where was the plane when the
systems were turned off?
·
Why
didn’t ground controllers attempt to contact the plane when systems were turned
off, particularly when we now know for certain that other systems were on and
it was now known that the plane was in flight?
·
A
real investigation would outline what was known, who knew it, when they knew it
and why they failed to behave in a manner consistent with procedure, consistent
with common sense and inconsistent with criminal complicity in a major act of
terrorism.
This
last list includes hundreds of people in dozens of nations. The crime they can
now be investigated for involves the disappearance and assumed murder of
hundreds of people.
Why
does no one seem to care?
Gordon Duff is a Marine combat veteran of the Vietnam War that has
worked on veterans and POW issues for decades and consulted with governments
challenged by security issues. He’s a senior editor and chairman of the board
of Veterans Today, especially for
the online magazine “New Eastern Outlook”.
