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Malaysian MH370 777 airliner hacked? then 'disappears'
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TonyGosling
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PostPosted: Tue Jan 17, 2017 9:01 pm    Post subject: Reply with quote

Wonder why these articles disappeared?
Perhaps the truth is being systematically exterminated?

Missing, believed hacked: Who has means & motive to take a plane full of people?
Me 4 wks after #MH370 'disappeared'

Malaysia MH370: Who has means & motive to take a plane full of people?
Published time: 4 Apr, 2014 11:18
https://www.rt.com/op-edge/lost-airliner-malaysia-nato-china-365/

Enough in the way of misstatements, contradictions and other evidence has emerged from the developing story of ‘lost’ Malaysian Airlines flight 370 to form a case for its disappearance being orchestrated by the West's Military Industrial Complex.

The initial possibility that the airliner ‘crashed into the sea and disappeared’ is fading away. The 'Bermuda Triangle' scenario of bewildering disappearances will not wash in the modern world.

With the benefit of hindsight, that Caribbean 'mystery' popularized in the 1970s now looks to have been rolled out to a credulous press and public as a convenient cover story for skullduggery in CIA and related drug-running operations by sea and air between Florida markets and South American cocaine producers.

Military secrets are not for civilian TV news
The Malaysian government does not have the most sophisticated satellite and radar surveillance systems and it took several days for them to admit that they had indeed tracked MH370 back in a westerly direction across the Malay Peninsula.

From that last point of contact on, the Malaysian authorities have been entirely reliant on 'help' from countries with powerful military radar systems and, more importantly, the top of the technocratic food chain, satellites.

And there we are faced with a dilemma. Does the military alliance that controls these systems see Malaysia as an ally? Are they willing to reveal the peacetime capabilities of their systems to a foreign power? Ultimately do they have the technical capability to 'hack' an airliner's controls and disable avionics, even steer the plane rendering the pilot? If they can do that do they want to release that information to the world?

There seem to be two main theories emerging as to why, and by far the simplest is the demonstrated by hacker Hugo Teso who is also a commercial pilot. At the 'Hack in the Box' conference in April 2013, Teso demonstrated the ability to change speed, altitude and direction of a virtual airplane by sending radio signals to its flight-management system. He has also developed an Android app which demonstrates the vulnerability of modern computer-controlled airliners and business jets called PlaneSploit.

The US has several airbases around the Indian Ocean and South China Sea from which they operate the most advanced electronic warfare gadgetry in the world. Both from specialist warships and electronic warfare pods and installations on a variety of aircraft from the lumbering AWACS battle control planes to fighter jets.

Australian Navy ship HMAS Toowoomba is seen from the Japan Coast Guard Gulfstream V aircraft as it flies over the southern Indian Ocean as they look for debris from missing Malaysian Airlines flight MH370 April 1, 2014. (Reuters)

Former scientific adviser to the UK Home Office Dr. Sally Leivesley was quoted by London’s Sunday Express on March 16 as saying, “hackers could change the plane’s speed, altitude and direction by sending radio signals to its flight management system. It could then be landed or made to crash by remote control.” She floated the possibility that this could be the world’s first cyber-hijack.

But Malaysia is a relatively low-tech country and not in a position to know for sure whether this happened or not. Codes of humility in the region also mitigate against the Malaysian authorities being prepared to admit they are out of their depth and lose face.

The second is that MH370’s pilot was simply called by the military on a frequency not being recorded by Air Traffic Control and told something along the lines of, “Vietnamese and other unspecified airspace is suddenly unsafe to fly in due to a military incident so please change frequency and follow instructions to a distant airstrip where we can put you down safely." The was followed by something like, "Please do not inform passengers as this may alarm them.” The pilot would then be likely to simply comply and passengers may never know that anything was wrong. So if one of these is the means, what about the motive?

The geopolitics of Malaysia & China
With a constant stream of invasions and interventions and by constantly ratcheting up the arms race ever since the Second World War the USA has marked itself out, as US writer William Blum puts it, as the ‘Rogue State’ of the modern era. As a once great superpower's economy disintegrates, US behavior in world affairs with illegal 'adventures' into Iraq, Libya etc. is becoming shameless. They believe with a bit of 'soft power' news management to their domestic populations they can get away with anything.

Europe has been almost fully co-opted under US domination over decades by multinational corporations, IMF loans and the NATO military alliance. They appear to be forming a single market under the proposed Transatlantic Trade and Investment Partnership (TTIP) too now, which will weld EU and the Euro Currency to the Dollar in what will effectively be one country.

Both China and Malaysia are independently strong and that rankles in Washington. Malaysia refuses to do what it is told by the IMF and China is staunchly independent of the US 'vision' for the world in a way that has proved impossible for nations like Britain or, most recently, Ukraine to be.

One week after MH370 disappeared, China refused to back a US resolution at the UN Security Council condemning the Russian referendum in Crimea. Post-coup NATO is already signing co-operation deals with Kiev’s junta, the new ‘allies’ of the ‘free’ West, who have placed neo-Nazis in many of the nation’s key security and policing posts.

The deaths of 80 or so police and protesters in Kiev may simply have been an extension of NATO’s 1970s and 1980s ‘Operation Gladio’. In this top secret operation, exposed in a 1992 BBC Timewatch series, NATO armed fascist ‘irregulars’ took the role of terrorists and murdered countless innocent European civilians. The atrocities were blamed on leftist groups and ultimately the Soviet Union and Gladio was exposed by parliamentary enquiries in Italy, Belgium and Switzerland. Like the February 22 coup in Kiev, similar killing of protesters and police/army before the coup attempt happened in Venezuela and, more recently, Syria.

A Taiwanese volunteer assisting relatives of passengers on board Malaysia Airlines MH370 cries as she prays for the passengers at the Lido Hotel in Beijing April 1, 2014. (Reuters)

In this context the kidnapping of 239 passengers and crew could be just another example of NATO Intelligence’s disregard for human life, seeing people as pawns in a much more important geopolitical ‘game’.

The NATO countries’ answer to economic disaster, just like in the run-up to World Wars I and II, is aggression and war. As we saw with the leaked phone call in Turkey last week they are even prepared to stage events to justify an attack on an innocent neighbor. The fact that we are now in the nuclear age seems to have passed them by, but one imagines they believe, as US Strategic Air Command General Curtis LeMay said after the Cuban missile crisis of 1962 that, "...at any point the Soviet Union could have been obliterated without more than expectable losses on our side."

Both China and Malaysia have been set against each other to a certain extent in a 'blame game' and severely humiliated over the loss of MH370. Some may see this as ‘payback time’ for making bad decisions at the UNSC, suiting the all-powerful IMF as well as their affiliated, if twisted, and increasingly belligerent NATO military alliance very well.

Psychological warfare – news management
First on Thursday, March 13, came Rolls Royce’s surprise announcement that the Boeing 777’s two Trent engines had been running for five or so hours after the plane was ‘lost’. Then on Tuesday, March 18, came reports from a small Maldives newspaper 'Haveeru' that half a dozen islanders had first heard and then seen a ‘jumbo jet’ flying very low. To quote the paper: “They said that it was a white aircraft, with red stripes across it – which is what the Malaysia Airlines flights typically look like, and it was heading in a southerly direction.”

Both these stories were greeted in the international press by an avalanche of denials from government, military and other ‘expert’ sources, none of whom could possibly have known whether or not the Rolls Royce or the Maldives Islanders were correct or not. This massive and instantaneous reaction is the clear signature of an Information Operations campaign to stop publication and broadcasting of those stories to the world’s public and it largely worked.

In the case of Rolls Royce, a retraction was even extracted from the engine manufacturers which the next day was forgotten, because the evidence Rolls Royce had was so robust and watertight. Far fewer individuals are killed, so the military argue, by the use of lies to win over a population than with guns, bombs and tanks. Quite right they are too.

But what happens when journalists who are better at telling the truth than they are at lying are surreptitiously assassinated, as is widely believed to be the case with Rolling Stone journalist Michael Hastings? He had told the truth about US Afghan General Stanley McChrystal and got him sacked from the top post.

Hastings was about to expose the new head of the CIA director John Brennan who is an advocate for using US Army Information Operations (I-Ops) Psychological Warfare cells against domestic US journalists and politicians. It’s widely believed, including by former White House cyber-security adviser Richard Clarke said that Michael’s Mercedes was ‘consistent with a car cyber attack’, or hacked. Accelerated to breakneck speed then steered into a tree where it exploded and he died.

An artwork conveying well-wishes for the passengers and crew of the missing Malaysia Airlines Flight MH370 is seen at a viewing gallery in Kuala Lumpur International Airport March 19, 2014. (Reuters)

With MH370 we have two clear examples of hard evidence where military style 'news management' or information warfare' appears to be the only explanation for cascades of malicious news stories spreading at the speed of light around the worlds news-wires designed to kill what may well be the truth stone dead.

Similarities to the 9/11 attacks and Britain's role
The bizarre zigzag routes followed by MH370 are exactly the sort of flight path demonstrated during the September 11 attacks. On 9/11 we saw the same mysterious switching off, whether remotely or by the pilots, of transponders which should have been reporting the planes’ speed, altitude and position to air traffic control. If anything, the 777 is even more liable to cyber hijacking than the 767s involved in the 9/11 attacks. It was the first production aircraft to have no controls by which the pilot has direct influence over any part of the aircraft. It's all via the flight management system.

Britain’s role too has not been entirely as an honest broker. Private military connected firm Inmarsat have given impressive looking maps instructing rescuers where to search, but consistently failed to reveal the raw data which, they say, led to those conclusions. The UK Air Accident Investigation Branch too has given expert advice without fleshing out the full reasons for its conclusions.

On the other hand, Rolls Royce is the star of the piece, exposing an enormous flaw in the initial ‘lost plane’ theory: that MH370 flew on for over five hours. Airliners in trouble simply do not fly on for five hours and then plunge into the sea.

In the land where, as of last week, friends and family are prohibited from sending Bibles to their loved ones in prison, nothing in the way of barbarism from our real leaders across the Atlantic, now entirely contemptuous of the world and citizenry they are supposed to serve, would surprise me.


outsider wrote:
Both these links were posted on this thread yonks ago, but the links have been taken down. Here are the same articles, with (so far) working links:

Missing Malaysia Airlines Flight MH370: Passengers’ Mobile Phones Ring But Not Answered By Divya Avasthy March 10, 2014 07:44 GMT
http://www.ibtimes.co.uk/missing-malaysia-airlines-flight-mh370-passen gers-mobile-phones-ring-not-answered-1439560

Freelance journalist: ‘Hijacked flight 370 passenger sent photo from hidden iPhone tracing back to secret U.S. military base Diego Garcia’:

https://www.intellihub.com/freelance-journalist-hijacked-flight-370-pa ssenger-sent-photo-hidden-iphone-tracing-back-secret-u-s-military-base -diego-garcia/

I know it's old hat, but useful for newbies who haven't followed the story from day one.

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PostPosted: Wed Jan 25, 2017 6:49 pm    Post subject: Reply with quote

Best graphic so far above
Here's more

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PostPosted: Thu Jan 26, 2017 11:16 pm    Post subject: Reply with quote

(4) Emirates head Tim Clark tells Spiegel that MH370 was hijacked, warns "others would like to bury" the truth
http://mailstar.net/bulletins/150315-b2427-MH370.rtf
http://www.spiegel.de/international/business/mh370-emirates-head-has-d oubts-about-investigation-a-996212.html

Missing Plane: Emirates Head Critical of MH 370 Investigation
Interview Conducted by Andreas Spaeth
October 9, 2014
Despite months spent searching for Malaysia Airlines flight MH 370, not a trace has been found.
Why is there still no trace of flight MH 370? In an interview, Sir Tim Clark, head of Emirates Airline, is sharply critical of the
investigation thus far. He believes someone took control of the plane and maintained it until the very end.
Tim Clark has been a senior manager at the airline Emirates since 1985 and has been instrumental in developing it into one of
the world's largest airlines. Today, the 64-year-old is seen as a knowledgeable expert and critic of the aviation industry. His view
of the vanished Malaysian Airlines flight MH 370 is a provocative one. The plane that disappeared was a Boeing 777 and
Emirates operates 127 such aircraft, more than any other airline in the world. [...] {Sydney Morning Herald transcript follows}
(5) SMH Transcript of Emirates head Tim Clark interview with De Spiegel on MH370
http://www.smh.com.au/world/full-transcript-emirates-chief-sir-tim-cla rk-on-mh17-and-mh370-20141121-11rc70.html
Sir Tim Clark believes information is being concealed
Emirates head presses for change to prevent further tragedy
Sydney Morning Herald November 21, 2014
The full transcript of German aviation journalist Andreas Spaeth's interview with Emirates chief Sir Tim Clark.
It's many months later and we know nothing about MH370, having disappeared on March 8, 2014. What can be done?
TIM CLARK: Malaysia Airlines 370 remains one of the great aviation mysteries. Personally I have the concern that we will treat it
like that and move on, and it will go onto National Geographic as one of aviation's great mysteries. We mustn't allow this to
happen. This aeroplane has disappeared without trace. The public and the industry are questioning the lack of information and
the cold hard logic of the disappearance of this and the factors that led to its disappearance. The tracking of the aircraft, its
routing, its altitude oscillations, these were all measurable and explainable in my view. But we seem to have allowed it to go into
this black hole of 'it could be one of aviation's great mysteries'. It can't be left like that, never. We must know what caused that
aeroplane to disappear.
What do you think happened?
CLARK: My own view is that probably control was taken of that aeroplane, the events that happened during the course of its
tracked flight will be anybody's guess of who did what and when. I think we need to know who was on this aeroplane in the
detail that obviously some people do know, we need to know what was in the hold of the aeroplane, in the detail we need to
know, in a transparent manner. And we need to continue to press all those stake holders, that were and are involved in the
analysis, in the assessment of what happened, for more information. Because heading an airline that operates the largest
number of 777s in the world, I have a responsibility of knowing exactly what went on. I do not subscribe to the view that the
aircraft, which is one of the most advanced in the world, has the most advanced avionic and communication platforms, needs to
be improved so that we can introduce some kind of additional tracking system for an aeroplane that should never have been
allowed to enter into a non-trackable situation.
What do you mean by that?3
CLARK: The transponders are under the control of the flight deck. These are tracking devices, aircraft identifiers, that work in
the secondary radar regime. If you turn off that transponder in a secondary radar regime, it causes a disappearance of
that particular aeroplane from the radar screen. That should never be allowed to happen. All secondary and primary radar
should be the same. Irrespective of when the pilot decides to disable the transponder, the aircraft should be able to be tracked.
So the notion by the Malaysians that the disappearance from the secondary radar and then the ability of the military to use
primary radar to track the aeroplane and identify it as 'friendly' – I don't know how they did that - is something we need to look
at very carefully.
What about other ways of monitoring?
CLARK: The other means of constantly monitoring the process of the track of an aircraft is the Aircraft Communication and
Reporting System, ACARS. That is designed primarily for the companies to monitor what the aeroplanes are doing, we use it for
a number of things, but primarily to monitor the aircraft systems and engine performance. So we track from the ground, as
we do at Emirates, every single aircraft and every component of the aircraft and engine of the aircraft at any point of the
planet, and very often we are able to track faults in the systems before the pilots do. It's that good and it's that real time.
How was it possible to disable that?
CLARK: Disabling it is no simple thing, and our pilots are not trained to disable ACARS. There are ways to enter the system
through the multiple menu levels to get through and disable, but to completely disable also requires you to go down below
the main deck into the avionics bay. That requires you to leave the flight deck and go down through a trap door in the
floor to do that. But somehow this thing was disabled, so much so that the ground tracking capability was eliminated.
What should be the consequence?
CLARK: We must find systems to allow ACARS to continue uninterrupted, irrespective of who is controlling the aircraft. So that
is not something somebody can do. If you have that, with the satellite constellations that we have today even in the Southern
Ocean, we still have the capability of monitoring. So you don't have to introduce additional tracking systems. We are told we are
saying that because we don't want to spend money. I have no problem spending and Emirates is one of the first to step out and
ensure that safety is never compromised. But I have to be persuaded that adding additional tracking systems on top of what we
already have is really worthwhile.
So what should be done then?
My recommendation to the aircraft manufacturer group is that they find a way to make disabling of the ACARS system
impossible by the flight deck. And the transponder as well - I'm still struggling to find why a pilot should be able to put the
transponder into standby or off. In my view, that should not be an option. Thirdly, the air traffic control systems should not have
a situation where a non-transponder aircraft without its squawk identifier should not be allowed to turn off and still not be able to
track it. This is absolute stuff of nonsense. Radar is radar, it will pick up metal objects flying at the speed of the size of a 777
without any difficulty. Who took the decision to say: 'If a transponder is off, we can't track it in a secondary radar regime'? Which
apparently most air traffic control systems are in. We must look at that as well. This aircraft in my opinion was under control,
probably until the very end.
But why would they fly down five hours straight towards Antarctica?
If they did! I am saying that every single element of the 'facts' of this particular incident must be challenged and
examined in full transparency, exhausted to the point that there is no other way that we can think of this other than a complete
mystery. We are nowhere near that, there is plenty of information out there, which we need to be far more forthright, transparent
and candid about. All the entities involved like the NTSB, the Malaysians, the Australians, Boeing itself, whatever. They all know
that people like me, and I hope the Malaysians are in this boat, too, will not allow this to go into that box of oblivion. Every single
second of that flight needs to be examined. From the point on its heading in a north-easterly direction where it 'disappeared'
off the screen and made a conscious left turn to go almost due West in controlled flight. There were apparently some
oscillations in altitude from 41.000 to 27.000 feet, then the notion that it turned between existing waypoints on a north-easterly,
then a north-westerly, then a south-westerly heading, where it theoretically then ended up in the Southern Ocean. For which
they couldn't find a trace in 1.7 million square miles of search, nothing, they say.
So you nurture doubts that it actually happened as is said?
When you press questions on this, I sense a degree of belligerence, the more belligerent people become, the more worried I
become. They have used AF447 as an example, where it was two years to track the aircraft, but very shortly after the incident
they found the fin, floating. So we knew that the aircraft had gone in. And yes, there were all sorts of oceanographic issues with
the currents and it took us two years to find. But in this case, there wasn't a seat cushion, and our experience tells us that in
water incidents, where the aircraft has gone down, there is always something. We have not seen a single thing that
suggests categorically that this aircraft is where they say it is, nothing. Apart from this 'handshake', which calls my electronic
engineers to start thinking 'what is all this about?'.
What is their conclusion?
CLARK: They say, even though they disabled satellite communication and the ACARS, it is actually not disabled, it is
still powered up and sends out weak signals that hunt, like you would do with a mobile phone. And therefore it is traceable.
Well, I question this 'handshake' as well. In the Southern Ocean, with a very weak signal, which is intermittent, and they are a
multitude of other aircraft in the same area, I'm not sure about that. Those are the things that need to be challenged. First of all4
let's establish what actually happened. If the industry then believes there is a case to put extra tracking devices on board, we
can look at it. But don't walk down a blind alley. Many people, including at IATA, are going down this path. I don't agree with it.
At which point in the presumed flight path do your doubts start?
CLARK: There hasn't been one overwater incident in the history of civil aviation, apart form Amelia Earhart in 1939, that has not
been at least five or ten percent trackable. This has disappeared. So for me that raises a degree of suspicion, and I'm totally
dissatisfied with what is been coming out of all of this.
Who can change that?
CLARK: I'm not in a position to do it, I'm essentially an airline manager. But I will continue to ask the questions and will make a
nuisance of myself, when others would like to bury it, and we have an obligation to the passengers and crew of MH 370
and their families, whose deep distress you see every day. We have an obligation not to brush this under the carpet, but to
sort it out and do better than we have done.
So the search efforts undertaken so far were not good enough?
CLARK: They will start the search now again in the Southern Ocean, but look at what they had there: The Russians, the
Chinese, the British, the Australians, the Malaysians. They had so many aircraft there that at one point, they had to bring in a
separate aircraft to control their movements, so they didn't bump into each other. And still, nothing. Now, months later, they are
gonna start again, but they couldn't find anything with all these entities before. This is very strange.
What is your gut feeling, will we at some point know more about what actually happened?
I think we will know more if there is full transparency of everything that everybody knows. I do not believe that the information
held by some is on the table. Who actually disabled ACARS, who knew how to do it? If you eliminate the pilot on a suicide
mission, I'm sure you could have put the aircraft in the South China Sea, rather than fly it for seven hours. So if he was on a
suicide mission, he would have done it then. Who then took control of the aircraft? Who then knew how to disable ACARS
and turn the transponder off? That is a huge challenge.
Can you understand that there is still so much disbelief everywhere how this could have ever happened in this time and age?
CLARK: Therein lies this huge question mark in my mind. I know this did not have to happen, there is technology to track these
aircraft and everybody will say that, Boeing or Airbus. That is where the conundrum is of mystery, that is where we must be
more forthright and candid as to what went on, it is not good enough for the Malaysian military to say: "On a prime radar we
identified it as 'friendly'".
The role of the Malaysian military appears to be particularly murky.
CLARK: This is a very busy part of Southeast Asia, the notion that we should not be able to identify if it is friend or foe, or we
can on primary radar and do nothing about it, is bizarre. What would have happened if the aircraft would have turned back to fly
into the Petronas Towers in Kuala Lumpur? But we identified it as "friendly"? Friendly with intent, or friendly without intent? But
what was done? These are the questions that need to be asked of the people and the entities that were involved in all of this.
Full transparency of that will help us to find out what went on.

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PostPosted: Fri Jan 27, 2017 12:26 am    Post subject: Reply with quote

The REAL Reason Flight 370 Disappeared
Western Journalism
Published on 28 Mar 2014
Video produced by http://www.westernjournalism.com Produced, written, and edited by Kris Zane. Narrated by Tom Hinchey

Link

https://www.youtube.com/watch?v=fzgQwDeP7eM

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PostPosted: Wed Feb 01, 2017 11:57 pm    Post subject: Reply with quote

Malaysian plane: 20 passengers worked for ELECTRONIC WARFARE and MILITARY RADAR firm

A US technology company which had 20 senior staff on board Malaysia Airlines Flight MH370 had just launched a new electronic warfare gadget for military radar systems in the days before the Boeing 777 went missing.

By TED JEORY
PUBLISHED: 08:19, Wed, Mar 19, 2014
http://www.express.co.uk/news/world/465557/Malaysian-plane-20-on-board -worked-for-ELECTRONIC-WARFARE-and-radar-defence-company

DEVELOPMENT Freescale Semiconductor which had 20 workers on MH370 had just launched new radar chips DEVELOPMENT: Freescale Semiconductor which had 20 workers on MH370 had just launched new radar chips [EXPRESS]

Freescale Semiconductor, which makes powerful microchips for industries including defence, released the powerful new products to the American market on March 3.

Five days later, Flight MH370 took off from Kuala Lumpur for Beijing with 239 people on board including 20 working for Freescale.

Twelve were from Malaysia, while eight were Chinese nationals.

Freescale’s spokesman Mitch Haws has said: “These were all people with a lot of experience and technical background and they were very important people.

“It’s definitely a loss for the company.”

Freescale’s shareholders include the Carlyle Group of private equity investors whose past advisers have included ex-US president George Bush Sr and former British Prime Minister John Major.

These were all people with a lot of experience and technical background – they were very important
Freescale Semiconductor
Carlyle’s previous heavyweight clients include the Saudi Binladin Group, the construction firm owned by the family of Osama bin Laden.

The fact that Freescale had so many highly qualified staff on board the Boeing 777 had already prompted wild conspiracy theories about what might have happened.

The company says they were flying to China to improve its consumer products operations, but Freescale’s fresh links to electronic warfare technology is likely to trigger more speculation and deepen the mystery.

freescale semiconductor, malaysian airlines, electronic warfare, flight mh370, radar systems, malaysian plane, carlyle group, osama bin laden, saudi A map of the latest search areas in the southern Indian Ocean today [EPA]

Experts have been baffled how a large passenger jet seems to have flown undetected and possibly beaten military radar systems for up to six hours.

Avoiding radar via “cloaking technology” has long been one of the objectives of the defence industry and Freescale has been active developing chips for military radar.

On its website, the company says its radio frequency products meet the requirements for applications in “avionics, radar, communications, missile guidance, electronic warfare and identification friend or foe”.

Last June it announced it was creating a team of specialists dedicated to producing “radio frequency power products” for the defence industry.

And on March 3, it announced it was releasing 11 of these new gadgets for use in “high frequency, VHF and low-band UHF radar and radio communications”.

The company did not respond to questions from Express Online, including whether any of its missing employees had been working on the defence products.

freescale semiconductor, malaysian airlines, electronic warfare, flight mh370, radar systems, malaysian plane, carlyle group, osama bin laden, saudi bHull University student Yue Wenchao, 26, who is reported to be one of the passengers on board [ENTERPRISE]

It neither provided any responses to the latest bizarre conspiracy theory being widely published on the comments sections of newspaper websites and other internet forums.

The comment reads: “It reads: “Have you pieced together the puzzle of missing flight 370 to Beijing China? If not, here are your missing pieces.

“Patents Patents Patents.

“Four days after the missing flight MH370 a patent is approved by the Patent Office, four of the five Patent holders are Chinese employees of Freescale Semiconductor of Austin TX.

“Patent is divided up on 20 per cent increments to five holders.

“Peidong Wang, Suzhou, China, (20 per cent); Zhijun Chen, Suzhou, China, (20 per cent); Zhihong Cheng, Suzhou, China, (20 per cent); Li Ying, Suzhou, China, (20 per cent); Freescale Semiconductor (20 per cent).

“If a patent holder dies, then the remaining holders equally share the dividends of the deceased if not disputed in a will.

“If four of the five dies, then the remaining one Patent holder gets 100 per cent of the wealth of the patent.

“That remaining live Patent holder is Freescale Semiconductor.”

It adds: “Here is your motive for the missing Beijing plane. As all four Chinese members of the Patent were passengers on the missing plane.

“Patent holders can alter the proceeds legally by passing wealth to their heirs. “However, they cannot do so until the Patent is approved. So when the plane went missing, the patent had not been approved.”

However, the absurd theory does not add up.

Although a Freescale patent does exist under number US8650327, none of the names listed actually appear on the passenger manifest released by the Malaysian authorities.

The search continues for Flight MH370 but speculation surrounding its fate grows by the day.

Some experts believe the plane was hijacked–possibly by the pilots–or that there was a struggle on board which led to a catastrophic decompression.

However, no seat cushions or luggage that would have been expected to float have yet been found in the vast Indian Ocean where it might have crashed.

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TonyGosling
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PostPosted: Sun Feb 12, 2017 11:48 pm    Post subject: Reply with quote

email from Peter Myers wrote:


http://www.mailstar.net/MH370.html

1. The map of 634 runways which MH370 could reach without refuelling - what it tells us.

2. Discrepancies over Kudahuvadhoo sightings resolved

3. Debris findings - hard science refuting the Southern Arc; 500 km
further north, South Equatorial Current

5. I think that MH370 landed at Male or Maamigili in the Maldives,
about 3.20am Maldives time, and took off by 5.45am.

Diego Garcia would have phoned the Maldives military & got the ok for
a job, without having to give any details.

MH370 would have stayed at the end of the runway, instead of taxi-ing
to the terminal. It would have been refueled, and cargo & passengers
of interest transferred to another plane, or a boat, or both. Those
other craft would then have gone to Diego Garcia, where they would not
have aroused suspicion.

The whole time was dark. The moon was at First Quarter. Sunrise was
about 6.30am; first light about 5.50am. At Male, residential areas are
a long way from the northern end of the runway. We have the Arrivals &
Departures Boards for March 8, 2014.

I believe that MH370 would not have landed at Diego Garcia, because it
would have been seen (being daylight). Field McConnell says it did,
but that workers there know they must "Shut Up or Die". I think that,
given the worldwide interest, someone would have blurbed.

Instead of landing there, I think that MH370 would have been flown
past Diego Garcia as a drone, and dumped in the Indian Ocean between
Diego Garcia and Mauritius. The closest debris find, on Rodrigues
Island, fits that. This area is outside the circle of 634 runways that
MH370 could reach without refueling, so no-one would have been looking
there. Also, it's very remote.

6. What Field McConnell told me: MH370 was hijacked by CIA, landed at
Diego Garcia, engines were turned off at 6.51am Malaysia time (3.51
Maldives time, 4.51 Diego Garcia time). He says someone in Australia,
connected to Boeing, gave him that info. He could not divulge the
source; but there's no other source for it.

Malaysia is UTC+8, Maldives is UTC+5, Diego Garcia is UTC+6.

Flight time from Male to Diego Garcia is 2 hrs 5min. Flight time from
Male to Kudahuvadhoo via small planes is 28min. Flight time from
Kudahuvadhoo to Diego Garcia (without a takeoff) would be about 1hr 45
min.

This would mean that Maldives sightings (at Kudahuvadhoo) were wrong,
because they occurred at 6.15am Maldives time. If MH370 flew to Diego
Garcia, it would have arrived about 8am Maldives time, which is 9am
Diego Garcia time.

Field McConnell also said that MH370 became the MH17 shot down in
Ukraine. But this is just speculation - he's not using his expertise
as a Captain in making that statement. It would mean that the debris
finds were planted and falsely authenticated. I don't buy that.

Conclusion: as an Airline Captain who resigned rather than shut up,
his statements about the hijacking are invaluable. But, as we all do,
he also ventures beyond his field of expertise, and there his opinions
are speculative.

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Whitehall_Bin_Men
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PostPosted: Wed Mar 08, 2017 12:35 am    Post subject: Reply with quote

On the apparent fact that AVM's [Air Vice Marshalls] are politically appointed (in our case M&M appointed):
http://www.pprune.org/8784948-post2542.html

Quote:
As for ATSB, I wonder if Mrdak is brazen enough to choose another RAAF clone who knows their way around Canberra? My guess is yes.
If that be the case Sunny then the next ATsB CC will come from this list (minus the deceased) - List of Royal Australian Air Force air marshals

One of the names on that list who would be a potential candidate would be this guy - Warren Ludwig*1960—
Commander Integrated Area Defence System, Malaysia (2010–14).

If so there would yet again be another fascinating connection to MH370, for it seems that the RAAF has been dancing the tango with Malaysia under the Five Power Defence Arrangements for 43 years and the IADS has always been under the command of a RAAF AVM.

Reference from page 84 - The Five Power Defence Arrangements:The Quiet Achiever:
Quote:

The Commander of IADS has always been an Australian Air Vice Marshal
assisted by a deputy who rotates between Malaysia and Singapore.
Reference from the Strategist article - FPDA—not fade away:
Quote:
Unlike the echidna, the FPDA has at least adjusted its gait to move with the times, re-badging IADS from integrated air defence to area defence as far back as 2001. Exercise and interoperability themes have since been broadened from conventional defence to HADR and maritime security. FPDA was not publicly invoked during the search for MH 370, but the disaster has focused an operational spotlight on the need for integrated air surveillance and SAR coordination across Southeast Asia and beyond. The apparent failure to track the airliner as it passed north of Butterworth was not IADS’ finest hour. But the continuing multinational search operation has unquestionably benefited from the institutionalised trust built up between Malaysia and its fellow FPDA members.
This apparent anomaly - although totally missed by most Oz MSM - was not missed by the international MSM nor the TBA.

Example from IBT - MH370: Australia Seems Conspiring to Hide Something, Random Letter Sparks Questions on Au’s Security Radar :
Quote:
...With this, he explained that JORN can search most of the way to India.
"Given this, the only way for the radar not to have detected something like MH370 is for it to be switched off at the time, which raises its own questions."

The most interesting detail the Mr La Franchi pointed out is that Australia, Malaysia, Singapore and the United Kingdom jointly operate the Five Power Defence Arrangement (FPDA) integrated air defence centre based in Malaysia.

He said that Australia had even funded the modernisation of the centre back in 1990. The modernisation entailed for the centre to be able to "recognised air picture" of all of Southeast Asian airspace using feeds from both civil and military radars.

"That centre has a live feed into the Australian Air Defence Ground Environment (ADGE) which underwent extensive modernisation across the 2000s. The FPDA integrated air defence data is fused with data from JORN in the ADGE, with this data available in real time at centres in Adelaide, Canberra and Newcastle," he explained.

With this information at hand, Mr La Franchi could not understand why MH370 was never detected by Australian system.
So could it be AVM Ludwig will soon be retired AVM Ludwig?? Hmm...make a perfect fit for replacing Bea-Cur and would certainly slot in quite nicely with the M&M master plan team (MMMPT) - especially when it comes to the inevitable (unless miraculously found) duck-up of the cover-up of MH370...

MTF...

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Whitehall_Bin_Men
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PostPosted: Wed Mar 08, 2017 12:41 am    Post subject: Reply with quote

MH370: Australia Seems Conspiring to Hide Something, Random Letter Sparks Questions on Au’s Security Radar
By Athena Yenko @AringoYenko on May 22 2014 5:17 PM

A random letter from John Williams from Lemon Tree Passage posted to Newcastle Herald's opinion section is now stirring interest from conspiracy theorists.

Mr William's letter said that Australia's security system is capable of tracking MH370 but why this system did not track the plane is such a perplexity.

http://www.ibtimes.com.au/mh370-australia-seems-conspiring-hide-someth ing-random-letter-sparks-questions-aus-security-radar

"REGARDING missing Malaysia Airlines Flight MH370: Australia has a very high-tech, early warning coastal security system formally called the Jindalee Operational Radar Network (JORN).It can track surface craft as well as aircraft the size of a Cessna 182 at 3000 kilometres. If an unidentified aircraft, as suggested, came down our north-west coast, automatic alarms should have activated. If an aircraft the size of Boeing 777 with no identity response got through, what next? Or did it not enter our airspace?"

Curiously, a journalist named Peter La Franchi commented in detail, expressing his opinion that Australia, clearly has a lot more explaining to do, and on a wide number of fronts.

According to Mr La Franchi JORN has a range of at least 12,300km. The capability of this system was shown to journalists, himself included, through the Laverton radar station and the central control station in Adelaide in September 1999. He said Defence had actually demonstrated JORN's capability when the system was utilised by US to test its radar technology as was written in a press release dated July 27 2004. He implied that indeed, with JORN, MH370 should have been detected by Australian radar.


Mr La Franchi explained further that the Laverton, WA radar is aligned as a right angle, with the two array antenna extending from just west of north to due south west and due south east.

"This means this a permanent lobe of the radar facing across the Indian Ocean. The radar can be seen on Google Earth at -28.314032, 122.843153. If the radar is switched on, then the left lobe can only look directly into the Northwest, which is the identical direction the radar must look if it is to monitor the approaches to Australia's island territories. If as Defence has claimed, in statements to a number of media on 17-18 March 2014, that JORN was monitoring the northwest shelf area out to the island territories, then the left lobe was clearly switched on," he explained thoroughly.


With this, he explained that JORN can search most of the way to India.

"Given this, the only way for the radar not to have detected something like MH370 is for it to be switched off at the time, which raises its own questions."

The most interesting detail the Mr La Franchi pointed out is that Australia, Malaysia, Singapore and the United Kingdom jointly operate the Five Power Defence Arrangement (FPDA) integrated air defence centre based in Malaysia.

He said that Australia had even funded the modernisation of the centre back in 1990. The modernisation entailed for the centre to be able to "recognised air picture" of all of Southeast Asian airspace using feeds from both civil and military radars.

"That centre has a live feed into the Australian Air Defence Ground Environment (ADGE) which underwent extensive modernisation across the 2000s. The FPDA integrated air defence data is fused with data from JORN in the ADGE, with this data available in real time at centres in Adelaide, Canberra and Newcastle," he explained.

With this information at hand, Mr La Franchi could not understand why MH370 was never detected by Australian system.

"If the FPDA recognised air defence picture was operating - and it appears from Malaysian media claims that it was - then Australian defence force personnel would have been able to see that same data at the same time."

_________________
--
'Suppression of truth, human spirit and the holy chord of justice never works long-term. Something the suppressors never get.' David Southwell
http://aangirfan.blogspot.com
http://aanirfan.blogspot.com
Martin Van Creveld: Let me quote General Moshe Dayan: "Israel must be like a mad dog, too dangerous to bother."
Martin Van Creveld: I'll quote Henry Kissinger: "In campaigns like this the antiterror forces lose, because they don't win, and the rebels win by not losing."
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