CIA Leak Gives ‘Incontrovertible Evidence’ That 9/11 WAS STATE SPONSORED

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The millenium report

If you have ever questioned the official narrative for the September 11th attacks then you have, without a doubt, been dubbed a conspiracy nut by the establishment media and those who hang on their every word. Like the Warren Commission report on the JFK assassination, the 9/11 Report assembled by a Congressional investigation is unraveling and being revealed for what it really is – nothing more than a cover story. This is no longer a conspiracy theory… it’s conspiracy fact.

After the 9/11 attacks, the public was told al Qaeda acted alone, with no state sponsors. But the White House never let it see an entire section of Congress’ investigative report on 9/11 dealing with “specific sources of foreign support” for the 19 hijackers, 15 of whom were Saudi nationals. It was kept secret and remains so today. President Bush inexplicably censored 28 full pages of the 800-page report. Text isn’t just blacked-out here and there in this critical-yet-missing middle section. The pages are completely blank, except for dotted lines where an estimated 7,200 words once stood A pair of lawmakers who recently read the redacted portion say they are “absolutely shocked” at the level of foreign state involvement in the attacks. … Some information already has leaked from the classified section, which is based on both CIA and FBI documents, and it points back to Saudi Arabia, a presumed ally. The Saudis deny any role in 9/11, but the CIA in one memo reportedly found “incontrovertible evidence” that Saudi government officials — not just wealthy Saudi hardliners, but high-level diplomats and intelligence officers employed by the kingdom — helped the hijackers both financially and logistically. The intelligence files cited in the report directly implicate the Saudi embassy in Washington and consulate in Los Angeles in the attacks, making 9/11 not just an act of terrorism, but an act of war.

The New York Post investigation reveals that Saudi agents, officials and operatives in Virginia, Florida, California and D.C. provided direct support by way funding or intelligence to those involved in bringing down the towers. Karl Denninger at the Market Ticker succinctly argues that this was, in fact, an act of war:

It’s obvious given what happened, the logistical and funding requirements and where the hijackers came from along with inexplicable actions immediately following the attacks – unless our government explicitly let certain people flee. Yet we went to war in Iraq and Afghanistan while helping the Saudis — the very people who attacked us. And Obama, to this day, kisses the Saudi King.

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“U.S. Knew About 9/11 Warning, Staged Egypt Revolution”: Ex Egypt Interior Minister

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Ex Egypt Interior Minister Habib Al-Adly

By Brandon Turbeville, ActivistPost

Over the weekend, the former Egyptian Interior Minister under Hosni Mubarak, Habib El-Adly, gave a speech at his own retrial in Cairo, Egypt. Among a number of generic statements, El-Adly made at least two bombshell claims during his testimony that have received little to no coverage in the Western press.

One of these claims was that the United States was behind the 2011 Egyptian revolution which overthrew Hosni Mubarak. The other, however, was that the Egyptian intelligence agencies and Interior Ministry received information regarding a developing terrorist operation against the United States in September, 2001 and that the Egyptians warned the United States twice ahead of time. According to El-Adly, these warnings were completely ignored.

NOTE: The translation provided below is a rough translation of the statements, not a professional one.

In his televised testimony, El-Adly stated,

In May 2001, we received information that a very huge terrorist attack will happen in the USA. How? The source of the information was inside the lair of Al-Qaeda. And we verified it, that there were preparations for the attack.

I talked to the President (Mubarak) and I told him that I have information that a huge terrorist attack will happen in the USA, and I asked him if we should tell them [the Americans]. He said “OK.”

We contacted the CIA and FBI and told them about the information, they said “Thanks.”

On August of the same year we received the information that the (operation) entered its course of implementation (is entering its final steps).
An operation like this takes time, preparations and arrangements, etc.

This conversation was recorded between us and the source. I called the President and told him the information is confirmed, “Should we tell them?” He said “Tell them.” We called the people in the USA and told them that the operation entered the course of implementation. They said “OK” and “Thanks.”
Then the attack on the WTC happened. This was the operation. Do you see how cooperative we were?!?! This is why I am furious and enraged. I cooperated with them, and in return they hit my organization and destroyed (ruined) the country (Egypt)!!!

El-Adly then continued discussing how, according to him, in 2002, Mubarak questioned President Bush about the fact that the United States was warned about the impending attack but failed to act. El-Adly stated,

President Mubarak traveled to America in 2002. When there, he told President Bush, “We told you about this attack and you didn’t pay attention.” He [Bush]said “What attack?” And How?
Bush denied that they heard about that and Mubarak insisted that they did. Mubarak called me to confirm that we informed them about the information. He asked me who did I tell? I said “The CIA people.” He said “Ok” and told Bush. It seems the CIA people told Bush that they didn’t receive any news, and Mubarak told him “no, we informed you this and that.” Then they said “Oh, yes it happened but it was only told verbally.”
What Verbally?! It seems as if they wanted to receive some written memo “we received the news blah blah blah that blah blah blah would happen.”


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Evidence Conclusive: Ukraine Military Shot Down MH17 In False Flag Operation

US And Ukraine Fabricated Evidence To Blame Russia And The Rebels


By Michael THOMAS, STATE OF THE NATION2012.COM

There is now a growing body of irrefutable evidence which points directly to the MH17 shoot down being a classic false flag operation. Each piece of evidence definitively places at least three nations at the scene of both the crime and the cover-up.

Whereas the Ukraine government and military executed this cold-blooded murder of innocent civilians, most likely under the direct supervision of the CIA, the US and UK governments have been implementing the non-stop coverup and false flag operation.

What follows is a step-by-step refutation of the fake evidence advanced by the US, as well as a presentation of the true facts of this heinous crime. The chronology of events is particularly telling in how it chisels out the circumstantial, yet solid case, against the US/UK and Ukraine as co-conspirators.

Rather than deconstruct each element of this fastidiously planned and coordinated conspiracy to shoot down a commercial airliner, the following headlines are presented in a manner that tell the real story. First, a short summary of the key evidences:

parte-del-fuselaje-del-avion-derribado-en-ucrania-_595_400_1113812

 

 

 

 

 

 

 

 

 

 

Summary of Evidence

Malaysian Flight MH17, a Boeing 777 carrying a diverse group of civilian nationals, departed from Amsterdam en route to the Indonesian city of Jogjakarta. At some point upon entering Ukraine airspace it’s flight path was deliberately changed. As the airliner neared the area of the Eastern Ukraine, where rebels were known to be fighting the government forces, it was strafed or shelled by a military jet which has since been caught flying in quite close proximity to it.

The entire region has been very closely monitored by the US, NATO, and Russia by satellite and radar throughout the entire conflict. Therefore, it is implausible that there was a missile fired at MH17. Clearly, the satellite imagery/data and radar signatures would corroborate such a missile attack. The US, NATO and Ukraine have all failed thus far to produce this authentic evidence because it does not exist.

Immediately after the shoot down, the US, UK and Ukraine then went into overdrive introducing false and fabricated evidence at every turn. Everything from fake satellite images to fraudulent radar reports, from forged social network posts to fallacious stories about Russia’s involvement, from false accusations lodged by US ‘statesmen’ to fictitious conspiracies attributed to the rebels, were seeded throughout the internet to build a case against innocent parties.

What has distinguished this classic CIA-coordinated false flag operation from their other recent international crimes against humanity is the barrage of fake evidence generated so hastily in the wake of the mass murder of civilians. Because this was not technically a war crime, it carried the additional weight of being falsely attributed to Russia and rebels, so odious was the premeditation and calculated effects on the world community.

First And Foremost This False Flag Was Perpetrated By The US To Smear Russia

Through the following series of headlines, there is a patently false narrative which emerges with greater relief with each subsequent story. With each exposé, the revelations demonstrate that there was a plot woven in Washington, London and Kiev to implicate Russia in a nonexistent missile attack. Which is exactly why the US and NATO has refused to release any real evidence. Their scheme from the start was to let loose an avalanche of fabricated evidence pointing to Russia so that the real facts on the ground would be quickly lost, or misinterpreted, or ignored … and then not even considered in the frenzy to attribute blame.

For the uninitiated this is precisely how false flags always evolve. No hard or factual evidence is ever presented which can be objectively evaluated. A literal barrage of false evidence is disseminated, using every organ of the global mainstream media (MSM), to impugn those nations or parties that have been targeted.

The execution of this Shock & Awe strategy is always initiated in the English-speaking capitals of the world, which is why they have a pact not to spy on each other. In this particular case all of the major newspapers of record throughout the US and UK have orchestrated a propaganda assault on Russia. Each of the MSM news platforms in New York City and Washington, London and Sydney have been operating in collusive journalistic overdrive to accuse Russia of crimes and conspiracy of which they themselves are in fact guilty of.

After a few weeks of this staggering Shock & Awe media stratagem, the world has been so overwhelmed with the false narrative it is vulnerable to being led down the same road to a “trial by media”. Since those who control the MSM ensure that the true facts are never revealed, the only conclusion that the community of nations can ‘officially’ come to is what has been fancifully been printed by the press. Of course, all of the fabricated print fiction is then translated into even more ‘damning’ video coverage further incriminating innocent Russia.

As for the real inside story as to both motivation and implementation, the two stories below speak volumes:

FIRST: George W. Bush, Tony Blair found guilty of war crimes … in Malaysia; THEN: Malaysia Airliner Missile Strike(s): Was it MH-17 or MH-370?

FIRST: Nine EU countries to block economic sanctions against Russia & THEN: White House Blames Russia For MH17 Crash, Saying There’s No Believable Alternative

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Revelations of German Pilot: Shocking Analysis of the “Shooting Down” of Malaysian MH17. “Aircraft Was Not Hit by a Missile”

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By GLOBALRESEARCH.CA

The tragedy of Malaysian MH 017 continues to elude any light of clarity being cast over it.

The flight recorders are in England and are evaluated. What can come of it? Maybe more than you would assume.

Especially the voice recorder will be interesting when you look at the picture of a cockpit fragment. As an expert in aviation I closely looked at the images of the wreckage that are circulating on the Internet.

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Peter Haisenko in Cockpit of Condor DC 10

First, I was amazed at how few photos can be found from the wreckage with Google. All are in low resolution, except one: The fragment of the cockpit below the window on the pilots side. This image, however, is shocking. In Washington, you can now hear views expressed of a “potentially tragic error / accident” regarding MH 017. Given this particular cockpit image it does not surprise me at all.

Entry and exit impact holes of projectiles in the cockpit area

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DOWNLOAD THE FULL PDF HERE

I recommend to click on the Above link. You can download this photo as a PDF in good resolution. This is necessary, because that will allow you understand what I am describing here. The facts speak clear and loud and are beyond the realm of speculation: The cockpit shows traces of shelling! You can see the entry and exit holes. The edge of a portion of the holes is bent inwards. These are the smaller holes, round and clean, showing the entry points most likely that of a 30 millimeter caliber projectile. The edge of the other, the larger and slightly frayed exit holes showing shreds of metal pointing produced by the same caliber projectiles. Moreover, it is evident that at these exit holes of the outer layer of the double aluminum reinforced structure are shredded or bent – outwardly! Furthermore, minor cuts can be seen, all bent outward, which indicate that shrapnel had forcefully exited through the outer skin from the inside of the cockpit. The open rivets are are also bent outward.

In sifting through the available images one thing stands out: All wreckage of the sections behind the cockpit are largely intact, except for the fact that only fragments of the aircraft remained . Only the cockpit part shows these peculiar marks of destruction. This leaves the examiner with an important clue. This aircraft was not hit by a missile in the central portion. The destruction is limited to the cockpit area. Now you have to factor in that this part is constructed of specially reinforced material. This is on account of the nose of any aircraft having to withstand the impact of a large bird at high speeds. You can see in the photo, that in this area significantly stronger aluminum alloys were being installed than in the remainder of the outer skin of the fuselage. One remembers the crash of Pan Am over Lockerbie. It was a large segment of the cockpit that due to the special architecture survived the crash in one piece. In the case of flight MH 017 it becomes abundantly clear that there also an explosion took place inside the aircraft.

Tank destroying Mix of Ammunition

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Bullet holes in the outer skin

So what could have happened? Russia recently published radar recordings, that confirm at least one Ukrainian SU 25 in close proximity to MH 017. This corresponds with the statement of the now missing Spanish controller ‘Carlos’ that has seen two Ukrainian fighter aircraft in the immediate vicinity of MH 017. If we now consider the armament of a typical SU 25 we learn this: It is equipped with a double-barreled 30-mm gun, type GSh-302 / AO-17A, equipped with: a 250 round magazine of anti-tank incendiary shells and splinter-explosive shells (dum-dum), arranged in alternating order. The cockpit of the MH 017 has evidently been fired at from both sides: the entry and exit holes are found on the same fragment of it’s cockpit segment!

Now just consider what happens when a series of anti-tank incendiary shells and splinter-explosive shells hit the cockpit. These are after all designed to destroy a modern tank. The anti-tank incendiary shells partially traversed the cockpit and exited on the other side in a slightly deformed shape. (Aviation forensic experts could possibly find them on the ground presumably controlled by the Kiev Ukrainian military; the translator). After all, their impact is designed to penetrate the solid armor of a tank. Also, the splinter-explosive shells will, due to their numerous impacts too cause massive explosions inside the cockpit, since they are designed to do this. Given the rapid firing sequence of the GSh-302 cannon, it will cause a rapid succession of explosions within the cockpit area in a very short time. Remeber each of these is sufficient to destroy a tank.

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MH17 Verdict: Real Evidence Points to US-Kiev Cover-up of Failed False Flag

 

  • Until this past Monday, the downing of Malaysian Airlines Flight MH17 on July 17th, 2014, was a potential game changer for global geopolitics and the New Cold War. However, a funny thing happened on the way to the Kremlin…

  •  By 21ST CENTURY WIRE

    In this report, we will lay out the facts based on a wide breadth of available information and data surrounding MH17. We will also present and give critique to Washington and Kiev’s “mountain of evidence” that has saturated US and European-based media coverage since the incident took place. 21WIRE has compiled this report with the help of many contributors and references from English-speaking media, as well as material translated from Russian and Ukrainian media sources, along with other historical references to provide context. Our objective is to get as close to the truth as possible. Although many revelations will appear to be self-evident, we still encourage the public to draw there own conclusions regarding this pivotal event.

    There are other well-known anomalies surrounding this event which have been covered at 21WIRE, as well as connections to MH370, but for the purposes of this investigation we will focus on both factual and speculative evidence brought forth by the US, Ukraine and Russia

    As we will clearly demonstrate, the only wild conspiracy theories being pushed right now, are those coming out of the US State Department, and the government in Kiev, Ukraine, which are being repeated by CNN, BBC, FOX-NewsCorp, ABC, CBS and NBC…

  • The Brink of War 

    Last Monday morning was not a pleasant one for the US State Department. Russian officials surprised Washington and its NATO partners when it released all available satellite imagery and air traffic control data which was recorded in and around the final minutes of Flight MH17 – and presented it to the world media on live television. The data painted a very different picture, drawing contrasting conclusions to what Washington and Kiev officials had been disseminating via western media since July 17th. Following their presentation, Moscow handed its findings – air traffic data and time stamped satellite imagery – to European authorities. We will review those findings in detail later in this report. In stark contrast, US officials have been reluctant to do the same. Is Washington willing to share any object data or evidence to the public, or is it only interested in sharing that which somehow fits into the same predetermined narrative it stood by on July 17th, one which already assigned guilt to both rebel fighters in eastern Ukraine and Russia?We hope that political leaders and media organizations in the US and Europe will take the time to consider all available information, rather than simply repeat and spin what is bouncing around the media echo chamber. It’s also crucial to understand the geopolitical context in which this incident has occurred in order to discover who really possessed the motive, and the means to destroy this passenger aircraft, and which parties stand to benefit most from such an international incident.

    After reviewing the evidence, all indicators points to the downing of MH17 as a highly coordinated, but failed false flag event.

    MH17: A Doomed Flight Path

    A Malaysian Airlines spokesman has already confirmed that, for some unknown reason, Kiev-based Ukrainian Air Traffic Control (ATC) ordered MH17 off of its original flight path along the international air route, known as L980.

    Most likely, this order was given to pilots while MH17 was still in Polish air space. L980 is one of the most popular and most congested air routes in the world, as well as a key link between major international hubs in Europe, like London Heathrow, Amsterdam Schiphol, and Frankfurt, and Asian destinations, like Singapore, Mumbai, Hong Kong and Kuala Lumpur.

    MH-17-FLight-Path

    As MH17 moved into Ukrainian air space, it was moved by ATC Kiev approximately 200 miles north – putting it on a new course, heading directly into a war zone, a well-know dangerous area by now – one that’s hosted a number of downed military craft over the previous 3 weeks.

    Robert Mark, a commercial pilot and editor of Aviation International News Safety magazine, confirmed that most Malaysia Airlines flights from Amsterdam to Kuala Lumpur would normally travel along a route significantly further south than the route MH17 was diverted onto. Data on all airline flight records can be found here.

     

    The BBC reported on July 17th: “Ukraine’s SBU security service has confiscated recordings of conversations between Ukrainian air traffic control officers and the crew of the doomed airliner, a source in Kiev has told Interfax news agency.”

    Independent investigators are worried that ATC audio records of the MH17 flight appear to have been confiscated by the Kiev government. No reason has been given for this loss of transparency, but not a word from Washington regarding this cover-up of crucial evidence.

    Did this order to change the flight path come from the Ukrainian authorities? Was the pilot instructed to change course? To be sure, the order to change the flight path did not come from Eurocontrol, but rather from ATC in Kiev.

    Clue: British media run interference by conjuring a “Storm”

    Soon after the incident, British news outlets began floating the story – without evidence, that MH17 was diverted to “avoid thunderstorms in southern Ukraine”. This was also placed on Wikipedia at the same time. Nico Voorbach, who is Dutch, is president of the European Cockpit Association, and was the man used to nudge out this talking point. Voorbach casually slides this crucial fabrication out there, telling The Guardian of all papers, “”I heard that MH17 was diverting from some showers as there were thunderclouds”.

    The only problem is that Malaysian Airlines immediately refuted this in a report from Malaysia News:

    “MAS operations director Captain Izham Ismail has also refuted claims that heavy weather led to MH17 changing its flight plan.

    “There were no reports from the pilot to suggest that this was the case,” Izham said.

    What is significant, however, is that the Western media acknowledged that the change in the flight path did occur, and the that “heavy weather” narrative is a fabrication.

    Global Research clarifies this confusing issue:

    “The route over Ukrainian airspace where the incident occurred is commonly used for Europe to Asia flights. A flight from a different carrier was on the same route at the time of the MH17 incident, as were a number of other flights from other carriers in the days and weeks before. Eurocontrol maintains records of all flights across European airspace, including those across Ukraine.”

    “What this statement confirms is that the MH17 ‘s “usual flight path” was similar to the flight paths of some 150 international flights which cross Eastern Ukraine on a daily basis. According to Malaysian Airlines “The usual flight route [across the sea of Azov] was earlier declared safe by the International Civil Aviation Organisation. The International Air Transportation Association has stated that the airspace the aircraft was traversing was not subject to restrictions (that approved flight path is indicated in the maps below).”

    The regular flight path of MH17 (and other international flights) over a period of ten days prior to July 17th ( day of the disaster), crossing Eastern Ukraine in a southeasterly direction is across the Sea of Azov.

    The Times of India reported this: “Minutes before the crash caused by a missile strike, the AI pilots had also heard the controller give the Malaysian aircraft MH17 what is called “a direct routing”. This permits an aircraft to fly straight, instead of tracking the regular route which is generally a zig-zag track that goes from one ground-based navigation aid or way point to another. “Direct routing saves fuel and time and is preferred by pilots. In this case, it proved fatal,” said an airline source.”

  • Flight-Path

  • UPDATE TBC: A number of bloggers have reported that the past flights on FlightRadar and FlightAware were changed between July 24-25th, the new “old flights” were placed over the Donetsk People’s Republic instead of the flights going further south. This does not jibe with what was reported last week by researcher Vagelis Karmiros using data from flight-tracking website Flightaware and published on a number established sites like Zero Hedge. Stay tuned here for updates.

    The Event

    The fatal event occurred somewhere in the interval between 17:21:28 and 17:22:30 Moscow Time. The exact time of the crash is believed to be at 5:23pm. The last available geographic coordinates can be found here on Flight Radar24:

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Last positions of directly from Flightradar24 database. Signal was lost around 13:21 UTC at 33,000 feet.

Weather and Visibility Factor

Kiev-based air traffic controllers not only led MH17 right over its alleged ‘target zone’ in Eastern Ukraine’s Donetsk region, but also helped make it visible.

Although weather data online is all but unavailable for the area of Donetsk, Ukraine for July 17th, conditions are evident by numerous videos depicting the crash and crash site in the aftermath – it was cloudy and overcast, with more visibility above the cloud canopy. This factor is important because at its cruising altitude of 33,000 feet (10,000 meters), the airliner would not be visible from the ground in the rebel-held area where Washington is insisting a SAM missile was launched. Why Kiev air traffic controllers order MH17 to suddenly drop its altitude, from 35,000 feet to 33,000 feet, just before the plane’s demise is unknown for sure, but it would have been near impossible for the alleged rebel gunman occupying this relatively small rebel-held patch of land to make a visual sighting of MH17 and acquire the target during the 1-2 minute window they would have had (assuming they were even in possession of the BUK missile system).

The Los Angeles Times reports:

Malaysia Airlines Flight 17 was cruising just 1,000 feet above restricted airspacewhen it was struck by a missile in Ukraine’s Donetsk region, according to aviation and intelligence officials.


To date, Kiev has refused to acknowledge or explain why the plane was moved into position in this way. Moreover, Interfax news agency reported that Ukraine’s SBU security service confiscated recordings of conversations between Ukrainian air traffic control officers and the crew immediately after the incident.

The probability that this is all an ‘unfortunate coincidence’ reduces to near zero when one considers the air traffic data and Kiev’s denial of the close proximity of its Ukrainian SU-25 fighter jet in pursuit of MH17 minutes before the crash (see ‘Aircraft in the Vicinity’ below).

Small Rebel Target Window

Much has been made by the US and its media of MH17 being shot down and crashing in “the rebel-held area”, but few are aware of just how small the said area actually is. The Ukrainian military had already isolated the rebel area which Kiev and Washington insist a rebel-controlled BUK SAM missile battery had fired on the passenger jet. The actual size of this rebel-held patch is only 40-50 miles wide, with MH17 approaching on a southeastern route over Horlivka, the frontline of this rebel-held zone, towards Snezhnoye (Snizhne). Cruising at 58o mph (933 kmph), MH17 would have only been visible for a very short time – just over 1 minute (if Kiev had not ordered MH17 to alter its course and altitude then it would not have been visible at all), from the vantage point of the alleged rebel firing position. According the Jane’s Defense, the alleged cluprit – an SA-11 (NATO code name) or ‘BUK’ missile system, requires 5 minutes set-up active targeting, followed by an additional 22 seconds ‘reaction time’ for target acquisition and firing. As the MH17 was only visible for 70 seconds above this rebel-held area surrounding Grabovo, unless the alleged rebel firing position was specifically tracking MH17 long before it entered the rebel-held airspace and could distinguish it from other military civilian aircraft also in the general vicinity, Washington’s theory and Kiev’s accusation – that rebels shot down this aircraft becomes even weaker.

Considering these factors, the probability increases greatly that targeting MH17 would have had to be premeditated far in advance of the 70 seconds it was visible above this particular rebel-held area.

Russian Satellite Data and Public Presentation

On Monday, the Russian government, with almost every major global media outlet in attendance, released all of its air traffic data and satellite imaging data (in fact, only part of it) – all verifiable, including time stamps and supporting data. The entire content of the presentation was also handed over to the European authorities. The conclusions to be drawn from this are stunning, to say the least. Despite the public release of this information, US and British media outlets did report back to its people on these findings. They are as follows:

Minutes before the downing of MH17, the plane made a mysterious ‘Left Turn’ as it flew over the Donetsk area at approximately 5:20pm Moscow time, making a sharp 14km deviation, before attempting to regain its previous course before dropping altitude disappearing from radar at 5:23pm. As we previously pointed out, air traffic controllers in Kiev had already diverted MH17 200 miles further north into the target zone, so the question remains: was Kiev ATC also responsible for this final, fatal diversion, or is there another reason for this unusual turn (see ‘Mysterious Left Turn’, below)?

According to clear satellite images provided, on July 16th, the Ukrainian Army positioned 3-4 anti-aircraft BUK M1 SAM missile batteries close to Donetsk. These systems included full launching, loading and radio location units, located in the immediate vicinity of the MH17 crash site. One system was placed approximately 8km northwest of Lugansk. In addition, a radio location system for these Ukrainian Army missile batteries is situated 5km north of Donetsk. On July 17th, the day of the incident, these batteries were moved to a position 8km south of Shahktyorsk. In addition to this, two other radio location units are also identified in the immediate vicinity. These SAM systems had a range of 35km distance, and 25km altitude.

From July 18th, after the downing of MH17, Kiev’s BUK launchers were then moved away from the firing zone.

Unlike rebel fighters, the Ukrainian military is in possession of some 27 BUK missile systems capable of bringing down high-flying jets, and forensic satellite imagery places at least 3 of their launchers in the Donetsk region on the day of this tragedy. Yet, Washington and NATO will not inquire about the possibility that any of these system had targeted MH17.

Watch the official video here:

This is a definitive smoking gun: why did the Ukrainian Army move these short-range anti-aircraft SAM missile batteries into position on July 16-17th – to an interior region of East Ukraine where it’s known that the rebel resistance possess no air crafts whatsoever? Not surprisingly, both the US and Kiev have not answered that difficult question, perhaps for obvious reasons.

In addition, the Ukrainian Army’s radio location traffic near Donetsk peaked on the 16th and 17th, including a total of 9 separate radio location systems active. On the 18th and 19th of July, radio location traffic from these stations dropped sharply, down to 4 stations. If, as Washington/Kiev claims, rebels fired a BUK missile at MH17, then the rebel radar location signals would be clearly noted and verifiable on the day; only, they are not.
MH17-MAP

All Aircraft in the Vicinity

Between 5pm-6pm Moscow Time on July 17th, the following aircraft have been identified in the general vicinity of MH17 on its course heading to its fatal destination of Grabovo:

1. Boeing 772 – traveling southeast from Copenhagen to Singapore at 5:17pm
2. Boeing 778 – traveling southeast from Paris to Taipei at 5:24pm
3. Boeing 778 – traveling northwest from Delhi to Birmingham circa 5:20pm
4. Boeing 777 – Malaysia Airlines Flight MH17 at 5:17pm
5. Su-25 Ukrainian Fighter Jet appears on radar, trailing MH17 at same altitude, est. 4km behind it at 5:21pm

Note: the pilots and passengers of Singapore Airlines Flight SIA351 were close enough to have visually observed, at high altitude, the demise of MH17.

At 5:20pm MH17 began to abruptly lose speed, eventually slowing to 124mph (200kmph). At this time, a Ukrainian Su-25 fighter jet appears on ATC radar and trailing MH17 on the same flight path approximately 2-3km behind MH17, and at the same altitude – only minutes before MH17 disappeared on radar. The Su-25 would not have been visible on ATC radar before it broke the ATC long-range standby radar tracking ceiling of 5km in altitude. Civilian ATC radar would not be able to identify this Su-25 as military because no secondary detection system is mounted – typical for military aircraft. Note also that the Su-25 is armed with air-to-air missiles with a range of 5km-12km. Over the next four minutes, the Ukrainian fighter remained in the area.

Another Smoking Gun: Kiev government officials insisted on July 17th that, “No military aircraft were available in the region”. Based on available data detailed above, this appears to be a lie, indicating that a cover-up was taking place.

Again, it’s important to note here that at the moment when MH17 was allegedly was hit for the first time, at around 5:23pm Moscow time, the passenger jet was also within the range of several Ukrainian BUK batteries deployed close to Donetsk and as well as the Ukrainian Army’s BUK system positioned on the day just 8km south of Shakhterskoye, only a few miles from the eventual crash site at Grabovo.

SU-25UB UCRANIA 60 NUEVO CAMO 1

IMAGE: A Ukrainian military Su-25 fighter jet carries air-to-air missiles.

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Hacked Email from U.S. Army Attache in Ukraine – For False Flags to occur so U.S. can take military action against Russia

A CNBC story jogged my memory about hacked emails from March of this year.  The emails were from a Jason Gresh (U.S. attache at Kiev Embassy)  to an Igor Protsyk, General in the Ukraine Military.  The emails are real.

By Sherrie QuestionningAll

The CNBC story is about Russia and their ‘propaganda’ machine saying the CIA was behind the downing of MH17.

Here are all the details:

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Correspondence of US Army Attache Assistant Jason Gresh in Kiev

Extracts of the e-mail from US military attaché (a Soft Title for a CIA operative) to
COL Igor PROTSYK
Chief, Bilateral Military Cooperation Division
Main Directorate for Military Cooperation and PKO
General Staff, Armed Forces of Ukraine
tel +38044 481-5407
cell +38067 407 97 40
e-mail: i.v.protsyk@mil.gov.ua
e-mail: protsyk@ukr.net
________________________________________
From: “Gresh, Jason P”
To: igor.protsyk@gmail.com, i.v.protsyk@mil.gov.ua
Subj: Peninsula
Date: Sun, 9 Mar 2014 17:57:09 +0200

Ihor,

Events are moving rapidly in Crimea. Our friends in Washington expect more decisive actions from your network.
I think it’s time to implement the plan we discussed lately. Your job is to cause some problems to the transport hubs in the south-east in order to frame-up the neighbor.
It will create favorable conditions for Pentagon and the Company to act.
Do not waste time, my friend.

Respectfully,
JP

Jason P. Gresh
Lieutenant Colonel, U.S. Army
Assistant Army Attaché
U.S. Embassy, Kyiv
Tankova 4, Kyiv, Ukraine 04112
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MH370: BOEING UNINTERRUPTIBLE AUTO PILOT (BUAP)

Diagrams: Boeing patents anti-terrorism auto-land system for hijacked airliners – 12/1/2006

FLIGHT GLOBAL

Boeing last week received a US patent for a system that, once activated, removes all control from pilots to automatically return a commercial airliner to a predetermined landing location.
The “uninterruptible” autopilot would be activated – either by pilots, by onboard sensors, or even remotely via radio or satellite links by government agencies like the Central Intelligence Agency, if terrorists attempt to gain control of a flight deck.

Boeing says: “We are constantly studying ways we can enhance the safety, security and effiecency of the world’s airline fleet.”
“There is a need in the industry for a technique that conclusively prevents unauthorised persons for gaining access to the controls of the vehicle and therefore threatening the safety of the passengers onboard the vehicle, and/or other people in the path of travel of the vehicle, thereby decreasing the amount of destruction individuals onboard the vehicle would be capable of causing,” the patent authors write. “In particular, there is a need for a technique that ensures the continuation of the desired path of travel of a vehicle by removing any type of human decision process that may be influenced by the circumstances of the situation, including threats or further violence onboard the vehicle.”

image

According to the patent, existing preventative measures are less than fullproof – pilots can decide to open the lockable, bullet-proof cockpit doors and federal air marshals can be overpowered and de-armed. Boeing’s alternative has an onboard processor that once activated, disallows pilot inputs and prevents anyone on board from interrupting an emergency landing plan that can be predefined or radioed to the aircraft by airline or government controllers and carried out by the aircraft’s guidance and control system. To make it fully independent, the system has its own power supply, independent of the aircraft’s circuit breakers. The aircraft remains in automatic mode until after landing, when mechanics or government security operatives are called in to disengage the system.

Boeing envisions several methods of activating the system. Options include manual switches for pilots to hit, or possibly force sensors on the cockpit door that would trip the anti-terror mode if a minimum force threshold were crossed, for instance if someone were trying to break down the door. Another option is a remote link whereby airline or government workers in ground facilities would monitor and aircraft and command the automatic control mode “once it is determined that the security of the air vehicle is in jeopardy.” Radio links could also be used to inform ground facilities and nearby aircraft that an aircraft has been placed in the automatic flight mode.

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The Truthseeker: NATO false flags in Ukraine

18 mai 2014 – US intel source claims Ukraine part of NATO secret campaign Gladio; psychopathy tests for our leaders; and a mainstream host storms out the studio after a vicious exchange on false flags.
Seek truth from facts with Questioning the War on Terror author Kevin Barrett, StopImperialism.org’s Eric Draitser, James Corbett of The Corbett Report, and possible 2016 presidential candidate Jesse Ventura.

CNN Blocks Marine’s May Day Exposé of Serco 370 Sim-Track, Obama Red Switch Hack

By ABEL DANGER

Plum City – (AbelDanger.net). CNN has blocked United States Marine Field McConnell’s plans for a May Day video exposé of Sercodirector Maureen Baginski’s apparent use of a uFly simulator in the March 8 tracking of the Boeing Uninterruptible Autopilot of MH Flight 370 and hacking of Flash Override privileges on Obama’s Defense Red Switch Network. 

In the context of the Tas Times article (see link) and slide in Serco shares, McConnell – a 30 year airline and 22 year military pilot with 23,000 hours of safety – arrived at the uFly site near Toronto airport to find that the owners had a binding contract with CNN and refused to let him make his May Day video. 

Abel Danger researchers have therefore made a spoliation inference that CNN is blocking the use of uFly’s Boeing 777-200 simulator to stop anyone from exposing its March 8 Wag the Dog story and the Serco hackers who are managing Obama’s phonyRed Switch search. 

McConnell will now look for an independently-booked simulator on which he can make a video to show the probable track flown by the Obama Crossed-Keys Red Switch hackers who allegedly set up a Serco man-in-the-middle attack on the MH 370 pilots and air traffic controllers and apparently generated CNN Wag the Dog stories to conceal the fate of the passengers after a Cat III C landing on the British Indian Ocean Territory of Diego Garcia. 

Prequel:
#1944: Marine Links Serco 370 Sim-In-The-Middle to Obama Crossed-Keys Red Switch Hack 

Prequel 2:
Where is it? MH370 Flight To Be Simulated 

 

Screen Shot 2014-04-28 at 3.44.27 PM

Sinking fast in a Boeing 777 simulator – Malaysia Airlines Flight 370

Abel Danger Savage UFly and Serco Plummets
Abel Danger Savage UFly and Serco Plummets

ex·po·sé (ĕk′spō-zā′) n. 1. An exposure or a revelation of something discreditable. 2. A formal exposition of facts ”

Flight MH370: Unidentified Radar Blip is the Smoking Gun of the Preliminary Report
Posted on May 1, 2014 by willyloman
by Scott Creighton
Quietly and without much fanfare, the Malaysian government has released the preliminary report on the missing Malaysian Airlines flight MH370. 

  As I speculated the other day, a key aspect of the report, and probably the reason they didn’t wish to release it, is the fact that it does mention the unidentified radar blip that the Malaysian military authorities used to redirect the search for the missing plane. It mentions it as an aircraft with the “possibility” of being Flight 370.

This is an extremely damning development for those who appear intent on insuring the plane is never found and one that could lead to the redirection of the search for Flight MH370 back to the South China Sea… where it belongs. This is from page 3 of the 5 page document published on CNN: 

At 00:42:07 MYT, MH 370 was cleared to climb to Flight Level (FL) 1803 and was issued a direct track by LUMPUR APPROACH at Kuala Lumpur Air Traffic Control Centre (KLATCC) to waypoint IGARI. MH 370 was transferred to LUMPUR RADAR at KLATCC at 00:42:52 MYT. 

The flight was then cleared to climb to FL 250 at 00:46:51 MYT and subsequently to FL 350 at 00:50:06 MYT. MH 370 reported maintaining FL 350 at 01:01:16 MYT and reported maintaining FL 350 again at 01:07:55 MYT. 

 At 01:19:24 MYT LUMPUR RADAR at KLATCC instructed MH370 to contact HO CHI MINH Air Traffic Control Centre (HCMATCC) on radio frequency 120.9 MHz. MH 370 acknowledged with “good night Malaysian Three Seven Zero”.

At 01:21:04 MYT, MH370 was observed on the radar screen at KLATCC as it passed over waypoint IGARI.

At 01:21:13 MYT the radar label for MH 370 disappeared from the radar screen at LUMPUR RADAR KLATCC.


It was later established that the transmissions from the Aircraft Communication and Reporting System (ACARS) through satellite communication system occurred at regular intervals starting before MH 370 departed Kuala Lumpur, Malaysia at time 12:56:08 MYT and with the last communication occurred at 01:07:49 MYT.

So far this report details everything that we know about the flight accurately. It jives with the official narrative parroted by the mainstream press. But then the story diverges from the official story, telling us something that we knew from the very first days, but have been lied to about ever since:

A playback of a recording from military primary radar revealed that an aircraft with a possibility of (being) MH 370 had made an air-turn back onto a Westerly heading crossing Peninsular Malaysia. The search area was then extended to the Straits of Malacca.

As I have been saying for 6 weeks now, it is not known whether or not that radar blip which was reported to have made a turn and flown back over Malaysia was Malaysian Airlines Flight MH370. The fact that it was headed directly toward Butterworth Air Force Base at a high rate of speed and military authorities did nothing to intercept it, makes one wonder how much they really knew about what it was and that it didn’t pose a threat.

Below is an image of the official flight path that was included in the preliminary report. Notice they keep the turn-back in yellow signifying it was confirmed that it was Flight 370′s path. In fact, it is still undetermined if that is accurate or not according to the report. There is no follow-up information provided by the Malaysian military to verify that assumption.

official-flight-path

Now take a look at that flight path, done in green and red signifying a difference in the flight path’s we know where 370 and the ones we don’t, and look at how it relates to the location of Butterworth Air Force Base (which by the way, has a contingent of Australian fighter planes at the base)

official-flight-path-plus-base
Of course, the mainstream media is doing their best to ignore this painfully obvious problem with the official story.

“There is also confusion surrounding the role of Malaysia’s military on the night of the disappearance. Malaysia’s prime minister has said that the military tracked a plane on its radar that may have been flight MH370 as it made a westerly turn and headed back across the Malaysian peninsular. But the report makes no mention of the military at all” RT

In fact, as pointed out by RT, the preliminary report is grossly undersized, being only 5 pages. 

The report also talks about the Inmarsat satellite data being the root cause of the shift in the search area but does not provide that ping data for others to review. Between the unidentified blip provided by the Malaysian military authorities and the highly secretive “ping data” provided by a British company, the search for the missing plane in the South China Sea was halted and redirected almost as quickly as it had begun (Malaysian defense minister announced “unidentified blip” tracking less than 24 hours after the plane was missing) The search began in the South China Sea between Malaysia and Vietnam until it was revealed by satellite data that the missing plane was still airborne for seven-and-a-half hours after it lost contact with air traffic control. After this, researchers analyzing the data said the plane most likely came down somewhere in the southern Indian Ocean, off the coast of Australia. RT

After finding nothing at all in the Indian Ocean Garbage Patch and now calling off the airborne search in that area (in favor of aprivatized undersea mapping project) an Australian company says it has ‘evidence’ that the plane may be in the Bay of Bengal… ready to send us off on yet another wild goose chase.

RT reports on the improbability of this kind of “discovery” and Miles O’Brian’s outrage at it, but doesn’t seem capable of connecting the dots.

GeoResonance, an Australian firm, says it has used spectral analysis from satellite and plane images to detect the presence of aluminum, titanium, and copper in the Bay of Bengal, which it says is from a commercial jet. But GeoResonance’s claims are not supported by the majority of aviation experts.

“My blood is boiling. I’ve talked to the leading experts in satellite capability in NASA, and they know of no technology that is capable of doing this. I am just horrified that a company would use this event to gain attention like this,”Miles O’ Brien, an aviation expert, told CNN RT

In any investigation, when you come up against a wall and are desperate to find the solution, what you do is simply go back to what you know for sure, what you are 100% convinced is part of the equation.

What we know in this case is the plane is not in the Indian Ocean Garbage Patch, at least not where they looked. STEP ONE: What we know is that the “ping data” from Inmarsat is uncorroborated and until it is made available to the public and the Chinese for their own evaluation of it, it should be removed from the equation. If the data is unconfirmed and has yielded no positive results, that is the only logical thing to do.

step-one
STEP TWO: Remove the unconfirmed military radar blip data from the equation as well.

step-two
I can only hope that this development, this anemic preliminary report and it’s rather telling clue, leads the families of those victims of this tragic incident and the Chinese government back to the South China Sea to seek the final fate of their loved ones. 

 I can only hope that the families and anyone concerned about them apply pressure to the Chinese government to detach a fleet of their vessels to begin anew the search for Flight MH370 in the area where it was last recorded on commercial radar and where it was presumably seen burning and crashing into the South China Sea by the one witness on that oil rig. 

 That is my hope.”

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