FLIGHT CONTROL: Boeing’s ‘Uninterruptible Autopilot System’, Drones & Remote Hijacking

Following the apparent ‘vanishing act’ of Malaysian Airlines flight MH370, many investigators and researchers began to question the likelihood of such an event happening in today’s high-tech world. At 21WIRE, we’ve also looked into the unprecedented disappearance of MH370 and the subsequent downing of MH17, as certain details have come to light regarding the history of the autopilot function within Boeing commercial airliners, seemingly opening the door to the events of 9/11…

By Shawn HELTON, 21ST CENTURY WIRE


The Boeing 777 along with other Boeing models, can in fact be flown remotely through the use of independent embedded software and satellite communication. Once this advanced system is engaged, it can disallow any pilot or potential hijacker from controlling a plane, as the rooted setup uses digital signals that communicate with air traffic control, satellite links, as well as other government entities for the remainder of a flight’s journey.

This technology is known as the Boeing Honeywell ‘Uninterruptible’ Autopilot System.

The mere existence of this technology would most certainly provide the final piece to a number of seemingly unsolved airline disaster puzzles in recent years…

IMAGE: ‘A jet for the 21st century’ – An interior view of a Boeing 777-200 ER cockpit (Photo becuo.com).

In the case of MH370, the aircraft’s Rolls Royce Trent 892 Engines sent ‘automated pings’ independent of the plane’s transponder, to a British Inmarsat satellite for several hours after subsequently losing contact with air traffic controllers. The automated information gave an up-to-date diagnosis as to the well being of the two engines, which according to data received, were fully operational and showed no signs of electrical damage. Rolls Royce has a partnership that requires the engine to transmit live data to its global engine health monitoring center in Derby, UK, every 30 minutes. Investigators are said to have used the ACARS information uploaded to the engine maker.

Uninterruptible flight control

On December 4th of 2006, it was announced that Boeing had won a patent on an uninterruptible autopilot system for use in commercial aircraft. This was the first public acknowledgment by Boeing about the existence of such an autopilot system.

The new autopilot patent was reported by John Croft for Flight Global, with the news piece subsequently linked by a Homeland Security News Wire and other British publications around the same time. According to the DHS release, it was disclosed that “dedicated electrical circuits” within an onboard flight system could control a plane without the need of pilots, stating that the advanced avionics would fly the aircraft remotely, independently of those operating the plane:

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.”

The Flight Global news wire goes on to report that the uninterruptible autopilot system was designed for increased security in the event of a manual hijacking situation, as Boeing itself describes the feature as a preventative measure, keeping unauthorized persons out of a cockpit, setting the stage for an industry wide safety protocol:

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.”

Additionally, in the article entitled, “Diagrams: Boeing patents anti-terrorism auto-land system for hijacked airliners,” Croft outlines the clandestine oversight that government has with respect to the uninterruptible autopilot, making note of the auto-land function of the system and stating that the technology has its own power supply self-sufficient of the the aircraft:

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.”

IMAGE: The United States patent for the Boeing Honeywell Uninterruptible Autopilot dated November, 28th 2006 (Photo flightglobal.com).

Boeing and Honeywell have been heavily involved in UAV technology for both civilian and military applications. Some researchers have suggested that both corporations could ‘recoup’ the cost of their applied science technology for military development from the commercial sector. It has also been said that Boeing and Honeywell developed existing patents for the Department of Defense for over 40 years including the BHAUP system.

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MH370: BOEING TECHNOLOGY – WHAT GOES UP MUST COME DOWN

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By DR MAHATHIR MOHAMAD, former Prime Minister of Malaysia

1. What goes up must come down. Airplanes can go up and stay up for long periods of time. But even they must come down eventually. They can land safely or they may crash. But airplanes don’t just disappear. Certainly not these days with all the powerful communication systems, radio and satellite tracking and filmless cameras which operate almost indefinitely and possess huge storage capacities.

2. I wrote about the disabling of MH370’s communication system as well as the signals for GPS. The system must have been disabled or else the ground station could have called the plane. The GPS too must have been disabled or else the flight of MH370 would have been tracked by satellites which normally provide data on all commercial flights, inclusive of data on location, kind of aircraft, flight number, departure airport and destination. But the data seems unavailable. The plane just disappeared seemingly from all screens.

3. MH370 is a Boeing 777 aircraft. It was built and equipped by Boeing. All the communications and GPS equipment must have been installed by Boeing. If they failed or have been disabled Boeing must know how it can be done. Surely Boeing would ensure that they cannot be easily disabled as they are vital to the safety and operation of the plane.

4. A search on the Internet reveals that Boeing in 2006 received a US patent for a system that, once activated, removes all control from pilots to automatically return a commercial airliner to a pre-determined landing location.

5. The Flightglobal.com article by John Croft, datelined Washington DC (1st December, 2006) further mentioned “The ‘uninterruptible’ autopilot would be activated – either by pilot, by on board sensors, or even remotely by radio or satellite links by government agencies like the Central Intelligence Agency, if terrorists attempt to gain control of the flight deck”.

6. Clearly Boeing and certain agencies have the capacity to take over “uninterruptible control” of commercial airliners of which MH370 B777 is one.

7. Can it not be that the pilot of MH370 lost control of their aircraft after someone directly or remotely activated the equipment for seizure of control of the aircraft.

8. It is a waste of time and money to look for debris or oil slick or to listen for “pings” from the black box. This is most likely not an ordinary crash after fuel was exhausted. The plane is somewhere, maybe without MAS markings.

9. Boeing should explain about this so-called anti-terrorism auto-land system. I cannot imagine the pilots made a soft-landing in rough seas and then quietly drown with the aircraft.

10. Someone is hiding something. It is not fair that MAS and Malaysia should take the blame.

11. For some reason the media will not print anything that involves Boeing or the CIA. I hope my readers will read this.

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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MH370: Evidence of False Flag

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MH370: Evidence Suggests a Naval Intelligence / Israeli
 
False Flag Operation was Exposed Before Execution of an Attack

By Keith Maart, VETERANS TODAY

On March 26, 2014, investigative journalist Chris Bollyn broke what has probably been the most important story to date on the missing Malaysian Airlines Flight 370 (MH370). With the befuddled and clueless mainstream media (MSM) parroting what the government was telling them and some theorizing anything from black holes to alien abduction, Bollyn reported that there was a Malaysian Airlines Boeing 777 identical to MH370 which had been stored in a hangar in Tel Aviv since November 2013.[1] For those knowledgeable of Israel’s long history of false flag attacks, the implications of such a long shot “coincidence” were alarming and frightening.

In October 2013 a Ft. Lauderdale, Florida-based company, GA Telesis (“GAT”), acquired a 15-year-old Malaysian Airlines Boeing 777 (“GAT’s Malaysian 777”) from Kuwaiti-based ALAFCO Leasing (lessor to Malaysian Airlines). GAT’s Malaysian 777 was flown to the relatively small and seasonal Tarbes Lourdes Airport in France’s Pyrenees mountains around October 4, 2013.[2] This movement of the plane coincidently occurred a week after President Obama announced that the US would seek diplomatic solutions with Iran regarding its nuclear program. While the plane was at Tarbes Lourdes, the Malaysian Airlines name on the plane was apparently painted over, although the signatory red and blue stripes on the fuselage remained.

The actual sale and transfer of the plane to GAT appears to have occurred on October 21, 2013, as a new registration number in GA Telesis’ name was obtained at this time.[3]  Although GAT’s primary business is the scrapping and subsequent parts sales of planes, the fact that they re-registered this plane suggests that they probably did not intend to scrap it. Although GAT usually issues press releases when they acquire jumbo jets and state their intentions for the planes, no GAT press release was issued for this plane. In addition, no other information was found discussing this significant jet sale or GAT’s intended use of the plane.

A scrapping of this plane would be questionable for a couple of reasons. Firstly, in August 2012, Malaysian Airlines stated it had no plans to retire or add any Boeing 777s to its fleet.[4] Secondly, Telesis was ostensibly planning on scrapping an expensive jet that still had another 10+ years of expected average life remaining.[5]Indeed, two other Boeing jets that Telesis announced it was dismantling in July 2013 were about 22 and 27 years old.[6] Moreover, holding an expensive jumbo jet in storage for about 6 months and not doing anything with it does not make any economic sense.

Around November 4, 2013, GAT’s Malaysian 777 was flown to Ben Gurion Airport in Tel Aviv, Israel, and reportedly has been there ever since.[7] On April 2, 2014, this author contacted Rebecca Longo, the Vice President of Aircraft Systems Group at GA Telesis, and asked her if GAT had a Malaysian Airlines Boeing 777 sitting in Israel. Ms. Longo confirmed that the jet was in Israel and awaiting disassembly. When I asked Ms. Longo why the plane was in Israel and why they would scrap such a young plane, she suggested that I talk to the CEO of GAT, Abdol Moabery. This author tried to call Abdol Moabery several times during the week of April 21, 2014, but he never replied.

Clarifying Note: A GAT press release of July 10, 2013, stated that another apparent Malaysian Airlines Boeing 777 had begun to be disassembled by GAT in the USA.[8] The alleged serial number of this plane was MSN 24818, while the serial number of the plane purchased in October 2013 was MSN 24816. However, various public records do not show that plane 24818 was ever transferred from Malaysian Airlines to GAT.[9] Besides GAT’s press release, no other information was found that confirms GAT acquired this plane. Thus, the Malaysian Airlines 777 mentioned in GAT’s July 2013 press release (24818) does not appear to be the one acquired in October 2013 and discussed above (24816). Flight MH370’s serial number was MSN 24820.

Evidence Suggests GA Telesis is an Apparent Front Company in an Attempted False Flag Operation

Abdol Moabery is the founder and CEO of GA Telesis. He started the company in early 2002 at the age of 34 after apparently just 7 questionable years in the aviation business.[10] I say “questionable” because all that is known about Moabery before he founded GAT is contained in a few sentences of a brief autobiography that can be found in several places on the internet.[11] There are many open questions about Moabery’s past and evidence suggests he may be associated with US Naval Intelligence and that GAT is an intelligence front company. Coincidently, Moabery and the Israeli Vice Chairman of a GAT subsidiary that can retrofit planes, Aviv Tzur, where aviation executives in the immediate area where 3 of the 4 alleged 9/11 hijacker cells were located.

According to Moabery’s internet biography, before starting GAT, he served in the U.S Navy and Navy Reserves, was Director of Marketing and Sales at C-S Aviation Services, and was then Executive Vice President of Aviation Systems International.  Moabery does not provide the dates for his navy service and prior two jobs and provides very little additional information about them.

No information was found on Moabery’s naval career, including  what units he served in and how long he served. However, background checks showed that Moabery lived in Jacksonville, FL, and Warrenton, VA. Jacksonville hosts a large and strategic US Naval Air Station and an intelligence unit called the US Navy Information Dominance Corps (NIDC). NIDC includes enlisted and civilian professionals who possess skills in information-intensive fields. It also receives extensive training in information, intelligence, counter-intelligence, networks, and space, and its mission is to deliver full-spectrum cyber information warfare and intelligence training to achieve decision superiority.[12]

Moabery’s potential involvement in NIDC (including as a reservist) or other military intelligence units would be somewhat hypothetical if not for the fact he also apparently lived in Warrenton, VA. Warrenton houses the Warrenton Training Center (WTC) which is a large classified government communication complex that has served many roles, most notably as a CIA signals intelligence facility, numbers station, and communications laboratory. WTC also has a communications and signals intelligence training school for various federal agencies including the CIA, NSA, Department of Defense and Department of State.[13] Since Moabery does not disclose anything about his navy career, a possible military intelligence background cannot be discounted.

An April 25, 2014 GAT press release states that they hired Dale Karraker as new Director of Government and Defense Programs. Coincidently, Karraker began his career as Cryptologic Technician for the US Navy and most recently Country Manager for a gas turbine company (Chromalloy, Inc.) in Saudi Arabia.[14] A Navy Cryptologic Technician performs a wide range of tasks in support of the national intelligence-gathering with an emphasis on cryptology and signal intelligence and generally maintains security clearance.[15] Given Moabery’s apparent station in Warrenton, he may have had a similar Navy intelligence background as Karraker.

Moabery’s first listed job as Director of Marketing and Sales of C-S Aviation appears to be a huge leap of responsibility given his previous navy experience and questionable college education.[16] C-S Aviation is a George Soros Company, and Moabery was allegedly responsible for the sales and marketing of a fleet of commercial aircraft. Moabery’s next job was EVP of Aviation Systems International (Boca Raton, Florida), where his responsibilities allegedly included oversight and management of all operations. ASI was a privately held company that was in involved in the jet scrapping and parts supply business and went bankrupt in 2004. This author found no evidence confirming that Moabery worked for either of the aforementioned companies.

Oddly, the only company besides GAT where Moabery’s name came up in an internet search is one that he does not list on his internet biography. Per a January 2008 New York Times article, Moabery invited ex-New York Mayor Rudy Giuliani to invest in and promote a closely-held start-up company (Skywatch LLC) that Moabery was a partner in along with Raytheon, a large US military contractor. Moabery tried soliciting Giuliani to Skywatch more than two years earlier, and according to the Times, Moabery left the company in December 2006 but remained a shareholder in its parent company. Skywatch’s main product was the Eagle-300, an electronic monitoring device to detect illegal aliens at border fences.[17] The full extent of Moabery’s relationship with Raytheon is not known, just like many things in his alleged professional life.

GAT is a privately held company and it is not known who all of its owners are or who supplied the money to start the company in 2002. With apparently 7 years work experience, it is unlikely that Moabery had the equity funds or the experience to obtain bank financing for his new business. GAT’s primary business of jumbo jet scrapping and parts supply (“parts out business”) is a capital intensive business that would require relatively substantial start-up money and bank financing. Being privately held, GAT does not report its financial results and it is not known what units generate the most business. GAT reports about a half dozen different divisions and one of GAT’s groups is its Defense and Government Systems Division.

There is little public information relating to GAT’s government and defense contracts but GAT lists on its website a half-dozen military aircraft that it supports and states that its defense division provides security and surveillance products and consulting and partnering services. GAT allegedly provides plane maintenance services for defense and government customers and in April 2013 entered into several agreements with Boeing Defense Services for inventory management on several planes Boeing provides to the military.[18] The full extent of GAT’s and Moabery’s military relationships is unknown.

In 2011, GAT acquired assets and certain liabilities of Ultimate Aircraft Composites (UAC), a Florida based Israeli-run company that specializes in the repair of aircraft. Per a GAT press release in January 2011, UAC is capable of supporting the repair and manufacture of a plane’s structural and composite components including flight control services and nacelle systems (parts separate from fuselage, including engines, fuel system, etc). UAC had several contracts for the repair of structural military components for various government and military agencies. Per GAT, “The addition of military component capability to our existing range of commercial and regional aircraft will allow us to complete the circle of complex composite and structural repair services.”[19]Given UAC’s Israeli management, there is a likelihood that UAC had contracts with the Israeli government.

UAC was merged into a GAT subsidiary named GA Telesis Composite Repair Group and several of UAC’s Israeli executives became officers and board members of GAT’s new subsidiary. UAC’s Chief Executive Officer, Aviv Tzur, was made Executive Chairman and is one of three board members of GAT’s Composite Group. Tzur is Chairman of the Florida Region Israeli-American Chamber of Commerce and Chris Bollyn confirmed that Tzur and other officers and board members of GAT’s Composite Group are Israeli citizens.[20] When Bollyn spoke to Tzur and told him that people who answered the phone at GAT’s Composite Group did not know who he was, Tzur told Bollyn that only the guys at the top would know about his position with the company.[21]

Last but not least, there appears to be a relatively significant disconnect between GAT’s alleged operations and what some public records show. GAT’s press releases over the last several years suggest that they have scrapped about two dozen planes.[22] However, Planespotters fleet history shows that GAT has only scrapped one plane and has sold the overwhelming majority of planes that it has acquired.[23] This discrepancy could indicate a front company whose operations are not what they state. Coincidently, GAT usually provides a quarterly summary of its acquisitions and operations within two to three months after each quarter but a summary for the fourth quarter of 2013 has not been provided nearly 4 months later.

Both GAT and Abdol Moabery have a number of appearances and characteristics of fronts for US intelligence, and Aviv Tzur’s addition to the company in 2011 provides a clear connection to the Israeli government and military. Without these individuals and institutions providing evidence and answers to the many critical questions about them, their possible involvement in what appears to be an exposed false flag operation cannot be ignored.

MH370 Apparently Flown to Diego Garcia: Navy Intelligence’s Part in the Exposed False Flag Operation

Despite weak, questionable, and conflicting evidence, the general consensus in the MSM is that MH370 appears to have followed a primarily southerly route and crashed somewhere in the southern Indian Ocean (over 1000 km SW of Perth, Australia) after running out of fuel. This theory is primarily based on the alleged satellite data of a British satellite telecommunications company named Inmarsat. There are significant questions about the reliability of Inmarsat’s findings, not the least of which is that no other satellite data has confirmed them and that the company has extensive military contracts. No evidence from any source has been found to confirm Inmarsat’s findings.

The investigation into MH370’s disappearance has been filled with incompetence, cover-ups, and disinformation. The scope of this paper is not to rebut the loads of questionable and conflicting evidence, but to show that the evidence suggests that the plane was probably flown to a strategic US naval and satellite communication facility in the central Indian Ocean. On a small island named Diego Garcia, 450 miles from the  Maldives, there is a US naval base with a runway that can accommodate jumbo jets. There is nothing else on Diego Garcia except for the US Navy base and its satellite communications facility.

Around sunrise at 6:15 AM on March 8, 2014 (9:15 AM Malaysia time), several residents on the Maldives island of Huvadhoo reported seeing a very low-flying jumbo jet. The residents provided good detail and described the aircraft as white with red stripes, which is very similar to the colors of MH370. According to some residents, the plane was flying so low they could see the doors on the plane. The residents stated that they sometimes see small seaplanes around the island, but this was the first time they ever saw a jumbo jet. People were coming out of their houses to see what was causing the tremendous noise. The eyewitnesses say that the airplane was traveling in a southeast direction toward Addu, the last and most southern island in the Maldives.[24]

There are several important facts and observations that need to be made at this point:

  • Huvadhoo residents would have been the first (the sighting happened around sunrise) and last to see the plane before it reached Diego Garcia, which is mainly south of Huvadhoo. Although there was one more Maldives island (Addu Island, about 50 miles straight south of Huvadhoo) before Diego Garcia, the plane was reportedly traveling in a southeast direction apparently in order to miss Addu Island.
  • If the plane was flying so low that some people could see the plane’s doors and it was very loud, then it was probably flying no more than 500 feet above sea level. At this flying height, the plane was flying low enough to avoid conventional radar.
  • The time the plane was spotted was about 8.5 hours from take-off and it had flown roughly 2,200 miles, averaging approximately 250 miles per hour. (From Kuala Lumpur to the original destination of Beijing was 2,700 miles.) Although the plane had more drag at the lower altitude and would have gotten worse fuel mileage, the much slower than normal speed would have compensated for the greater air resistance.[25]
  • From the point where the plane was spotted, there was another 500 miles to Diego Garcia, or approximately two hours at its then current speed.

The day after the sightings were reported in the Maldives media, the acting Malaysian transport minister stated that the Maldives reports were “not true,” based on a conversation between the heads of Malaysia’s and Maldives’ Defense Forces. Maldives National Defence Force stated there was no trace that MH370 had been picked up on their radar.[26] Of course not, the plane was apparently flying at around 500 feet and all other tracking devices have been intentionally turned off. The finding of the sightings being “not true” implies that the residents deliberately lied and no evidence or support was provided for this fact. Indeed, if the residents who spotted the plane were found to be intentionally lying in one of the most high profile international investigations in years, then it would likely be a crime and there’s no evidence they were charged with one. What would be the eyewitnesses motivation to tell such an alleged blatant lie?

As reported in the MSM, the head pilot of MH370, Capt. Zaharie Ahmed Shah, had a “sophisticated” self-built flight simulator in his house. Despite the FBI lying that they found nothing unusual on the simulator, several MSM organizations reported that Shah had Diego Garcia programmed into his simulator which suggests that he practiced flights to that remote island.[27] As a glance at Google Maps reveals, the closest easily-sighted amount of land to a direct path between the last-known location of MH370 and Diego Garcia is the Maldives, so it would make sense (especially if fuel was tight and navigation was uncertain) to aim for the Maldives en route to Diego Garcia.

A major Malaysian news organization reported that investigators found that Diego Garcia and its runway was among the top-five locations programmed in Shah’s simulator, along with Male, Maldives.[28] The only thing on Diego Garcia is the US Navy and commercial flights do not go to Diego Garcia. Given that Shah appears to have flown the plane at about 500 feet above sea level, practicing on a simulator would have been very helpful.

Diego Garcia is owned by the British government and is leased to the US government. US navy operations on the island include a large ship and submarine base, an air base, a communications and “space tracking” facility, and a logistics anchorage for regional operations, including for the Middle East. Diego Garcia was used as the launching pad for US bombers in both the Afghanistan and Iraq wars and as a logistics supply hub.

Diego Garcia also happens to be the place where the US has several hundred “bunker-buster” bombs stored in event of a possible attack on Iran. The Scotland Herald reported in 2010 that a Florida-based shipping company (Superior Maritime Services) entered into a contract with the US government to ship 387 “Blu” bombs used for blasting hardened or underground structures.[29] Thus, Diego Garcia might well be a logical staging area for a false flag operation against Iran. Coincidentally, Superior Maritime Services does lots of military work and is located in the same Florida County (Broward) as GA Telesis.

With the bunker buster bombs stored at Diego Garcia, it’s probable that there is an Israeli presence there that is involved in the planning and preparation of a possible attack on Iran. It’s likely that there has been military coordination between the US and Israel and it would make sense that Diego Garcia would be used given its state of the art satellite systems (to identify Iran’s potential nuclear sites) and its probable use as a launch pad for possible bombing strikes against Iran.

Another significant unanswered question is why didn’t Diego Garcia’s sophisticated satellite systems pick up any data on MH370 given it allegedly flew within about one thousand miles of the base and allegedly crashed about 2,000 miles from Diego Garcia. There’s speculation that US military and intelligence did have the means to monitor MH370’s flight. Diego Garcia’s satellite systems would almost certainly have had the capability to pick up the same “pings” that Inmarsat’s satellite allegedly picked up.

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