Darleen Druyun, former No. 2 acquisition executive for the Air Force and future Boeing vice president, was sentenced to 9 months for treason - re: modified Boeing aircraft.
ALEXANDRIA, Virginia (Reuters) -- The U.S. Air Force's former No. 2 weapons buyer was sentenced to nine months in prison on Friday after telling the court she had given Boeing Co. a rival's secret data and inflated weapons deals to ingratiate herself with the company, her future employer.
The disclosure of Darleen Druyun's efforts on behalf of Boeing could spark a new round of ethical, legal and business headaches for the Chicago-based aerospace giant, the Pentagon's No. 2 supplier after Lockheed Martin Corp.
Druyun, 56, tearfully acknowledged before Federal District Judge T.S. Ellis she had agreed to a higher price than she thought was appropriate for what became a $23.5 billion plan to acquire modified Boeing 767 aircraft as refueling tankers.
Now, interestingly enough, on 9/11, she chaired the NATO E-3A Airborne Warning and Control System (AWACS) program which co-ordinated the 'red team' attack using the Boeing controlled Iridium satellite network.
Thanks to "valis" for this info.
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Let's be clear about one thing. The plane which hit the south tower was not and could not possibly have been flight 175 piloted by Arab Islamist extremist terrorists. That's established fact, based on first hand, recorded in real time, physical reality. The plane that hit the south tower was not flight 175.
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As we saw in "The Wrong Plane", the nose section of a 200 series, A, is shorter than the wing assembly, B. Whereas for the 300 series A is longer than B.
767-200 => A:B = 190:200 = 0.95:1, i.e. A is less than B
767-300 => A:B = 221:200 = 1.105:1, i.e. A is greater than B
While the NIST frames give us A:B = 20.76:19.91 = 1.04:1
(remember that these are Lower Limit Values, see Techie Notes),
in other words, A is greater than B
Therefore: This plane's fuselage is too long to be a Boeing 767-200.
Ergo: The plane that hit the South Tower was not N612UA. It was not Flight 175!
Here is the video from which those frames were extracted btw.
http://thatvideosite.com/view/646.html
Correction: Taken from a series of still photos which had been published by NIST for their report.
Here's the same comparison yet again, from yet another perspective.
Techie Notes:
Of course, doing a dimensional analysis like this is like walking into a minefield. A thousand people could repeat the process and you'd be lucky to get two sets of matching figures. "The World is Wide", says my friend Walter paraphrasing the Heisenberg Uncertainty Principle. So to prevent any quibbling, the figures shown represent the lower limit values for the ratio A:B. In other words, we've been as generous as is reasonably possible in defining the distance B (the left-hand line barely touches the rear wing-tips, while the middle line has been set just past where the leading edge of the wing meets the fuselage) and strict in defining A (the right-hand line is set where the nose touches the building, though it clearly goes beyond this point). Nevertheless, this still gives us a value for A that is greater than B.
There may also be a difference in dimensions depending on how the images have been obtained. Though irrespective of the method employed you'll still get a value for the ratio A:B that is greater than 1.
To satisfy the perfinicky I'll describe how the images were processed:
The Scott Myers frames were obtained from the CatQueen JPEG. This is at 26 pixels/inch, so the resolution was raised to 72 pixels/inch for importing into QuarkExpress to give the quoted figures. When clipped and sent back into PhotoShop this gave a JPEG of 766 pixels width, this was reduced to 600 pixels in the above picture for the purposes of page layout.
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This is what is MOST interesting however..
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Open side by side images
http://letsroll911.org/images/fueljetspray.jpg
in a separate screen, size it, and then view it again, relative to both slomo videos, in terms of the end point of the apparent pipelike-structure on lower right side of fuselage.
Most definitely, "There Is An Incendiary Device On The 2nd Plane".
It's conclusive.
And if controlled demolition of the twin towers is firmly established, which it has been, once again based on first hand, recorded in real time physical reality - and, if it can be conclusively shown that this plane was something other than flight 175, which it has also, then the purpose of this aircraft becomes clear, by rational, logical, deductive reasoning.
The plane was not flown by poorly trained Arabs on a mission from Osama bin Laden because they "hate our freedoms".
In fact, there was no one on board that plane at all.
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Mohammed Atta: "His attention span was zero."
Khalid Al-Mihdhar: "We didn't kick him out, but he didn't live up to our standards."
Marwan Al-Shehhi: “He was dropped because of his limited English and incompetence at the controls.”
Salem Al-Hazmi: "We advised him to quit after two lessons.”
Hani Hanjour: "His English was horrible, and his mechanical skills were even worse. It was like he had hardly even ever driven a car. I’m still to this day amazed that he could have flown into the Pentagon. He could not fly at all.”
[QUOTE=Ouguiya,May 16 2006, 11:40 AM] Hey It was NO WING FAIRING.
The pod is seeable only on one side of the plane! This plane has something that is NOT SYMETRICAL on it's bottom!!!
Also note, that it is seeable on all pictures, so it couldn't have always been shadows and light tricks, sorry, this only works from one or maybe two angles, but not from that much.
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Upon careful examination, Boeing refuses to clarify, citing "National Security"
One morning last February a young reader came into the head offices of LaVanguardia.es with an idea in his head that had occurred to him as he was looking attentively at the videos and photos on 9/11.
There are reader/discoverers. They're readers who get a chance to bring news out—provide their newspapers with an exclusive story. It is initiative which is gratefully received. These readers are efficient spontaneous reporters. That's what's happened in the case of the mystery of the plane which crashed into the WTC in new York on 11 September 2001.
The reader who walked into the editing room of LaVanguardia.es that winter's morning with photos under his arm was attended to by Josep Maria Calvet. The reader, who has asked to remain anonymously as R.R., asked the journalist to look hard at some of the details in the photos: two strange shapes which appeared below the aircraft.
This is how the reporters' work started off the results of which were published in articles in "La Vanguardia" on 22 June and 13 July 2003, and as I commented at the request of a reader, in the last article before the summer holiday season, published on 27 July 2003.
One function of the readers' ombudsman explained in La Vanguardia statutes is to describe the procedure the journalist follows in preparing, elaborating and publishing the story he takes up. The circumstances of this case beg telling the inside story of these reports.
Did "La Vanguardia" come up with this? How did the reporters find out about the mystery of the plane?
Two days after R.R.'s visit, the editorial office contacted Eduardo Martín de Pozuelo to ask him have a look and give his opinion on the shapes or bumps to be seen in the images of the plane seconds before it crashed into the skyscaper.
The office checked that the photos had not been manipulated in any way and that they coincided with the ones held in the newspaper's archives. It was true. There were strange "shapes" or "bumps".
Martín de Pozuelo set to work. He had a meeting with R.R. and Calvet at La Vanguardia.es head office. They spent two long afternoons poring over the photos, videos and all the visual material they could get together on the attack on the twin towers in New York. What conclusion did they come to?
They noticed evidence of shapes present on the fuselage of the plane. They couldn't tell what on earth it was.
Martín de Pozeulo has told the ombudsman that he did not think it was opportune to publish anything as yet on the subject. Data and reliable sources were missing. He says about these "shapes":
"It looked like an optical effect but as that was a totally subjective opinion I showed the photos to fellow photographers and asked them to give their opinion as image experts. They swung between the hypothesis of an optical effect or an added object, as I did. The reporters persevered.
They consulted another expert, Amparo Sacristán, an image and microelectronics specialist at the Universitat Politècnica de Catalunya. Her first appraisal encouraged them to go on in their investigation. Doctor Sacristán performed a digital analysis of the photos and concluded that they were shapes not reflections brilliance. The results of this new stage were surprising and disconcerting.
Xavier Mas de Xaxàs, who was working as a correspondent for the "La Vanguardia" in the United States on the 11 September 2001, searched for news, published or unpublished, which could throw some light on the matter. He was gathering information on the poor security at Logan airport (Washington).
Meanwhile Martín de Pozuelo consulted aviation experts—among them an aeronautical engineer who asked not to be identified, due to his rank. He spent all one morning analising the photos in the "La Vanguardia". His pronouncement reinforced the hypothesis of something added to the fuselage.
The two reporters conducting the investigation were not convinced, of course. They were sceptical. They decided to take it one step further to dispel all doubt. They turned to US sources. The Boeing company in Seattle agreed to have a look at the photos and give their conclusions. The photographs were sent electronically from "La Vanguardia".
For ten days, by telephone and electronic mail, the company responded whenever called by the two "La Vanguardia" newsmen, as the photos were studied by various departments at the company. Finally, from Seattle, back came a surprising, enigmatic reply: "We are not able to tell you what it is. Security reasons."
It was then that the newsmen decided there was enough to report to "La Vanguardia" readers. The text and photos were handed in to the newspaper's editorial office to assess whether to publish a first report. It was released in the June 22 issue. It caused an impact, even in the United States, where the translation of the "La Vanguardia" article was hung on a web site dedicated to 9/11.
The two reporters then asked Boeing once more: "Is there any further news?" Answer: "No answer for security reasons". A negative reply which does not clear up the mystery. And so they continue to investigate.
http://www.aerospaceweb.org/aircraft/jetliner/b767/
"With military versions of the 707 reaching the end of their service life, Boeing has also begunoffering tanker, airborne early warning, battlefield surveillance, and electronic reconnaissance variants. Only the E-767 AWACS model has entered service thus far, being operated by Japan. The US Air Force has also committed to leasing 100 767 tanker variants for ten years.
Including all models, some 835 767s have been built by 2001. Orders have been declining in recent years, and the production line could be closed down if the US Air Force order is cancelled. It is likely that the 767 line will eventually be replaced by the new Boeing 7E7."
I submit that Flight-175 was a prototype of the 767 airborne platform listed in this article. Flight-175 may not have been just a Tanker, it may have been a prototype - retro-fittable 767 military platform craft, which can be used as a cargo transport, tanker, AWACS, air and ground surveillance, covert ops, etc.
"The Air Force plans to pursue the Multi-Sensor Command and Control Aircraft program, about 60 aircraft that would replace Joint Surveillance Target Attack Radar System and Airborne Warning and Control System planes and other aircraft. The service may buy converted Boeing 767-400ER airliners and add the new capabilities in three stages: a next-generation air-to-ground radar by 2010, the air search radar and advanced battle management systems around 2015, and signals-intelligence equipment in 2020. It could cost the Air Force about $58 billion to develop, buy and support the MC2A, based on using the smaller, less expensive 767-200ER aircraft instead of the planned 767-400ER.
Current plans call for the initial acquisition of one 767 airframe for development testing in FY2003, followed by four more production aircraft.This development phase will run concurrently with MP-RTIP testing into 2009. The initial four production aircraft would begin phased airframe modification starting in FY 2007, following initial airworthiness flight testing of the test bed."
"following initial airworthiness flight testing of the test bed." ...very likely that "flight testing" was occurring on 911, with this asset incoporated into the Games of 911.
Open side by side images
http://letsroll911.org/images/fueljetspray.jpg
in a separate screen, size it, and then view it again, relative to both slomo videos, in terms of the end point of the apparent pipelike-structure on lower right side of fuselage.
Russ Wittenberg has numerous FAA certificates ranging from Airline Pilot and Flight Engineer to Ground Instructor and Aircraft Dispatcher. He is certified to fly an incredible range of aircraft including Boeing 707s, 727s, 747s, 757s, 767s and 777s. The supposed aircraft used on 9/11 were Boeing 757s and 767s.
Certificate: AIRLINE TRANSPORT PILOT
Rating(s):
• AIRLINE TRANSPORT PILOT AIRPLANE MULTIENGINE LAND
COMMERCIAL PRIVILEGES
• AIRPLANE SINGLE ENGINE LAND
• AIRPLANE SINGLE ENGINE SEA
• GLIDER
"I also flew the two United airplanes that were involved in 9/11. Those two actual airplanes."
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Nila Sagadevan
The Impossibility of Flying Heavy Aircraft without Training
21 Feb 2006, Nila Sagadevan
http://www.scholarsfor911truth.org/Sagadevan21Feb2006.html
Tue., November 22, 2005
Nila Sagadevan
Aeronautics Engineer and trained "heavy" Pilot,
Discussing the inplausibility of the official story regarding flying capabilities of hijackers, in particular, Hani Hanjour (MUST Listen)
Audio Interview http://mp3.rbnlive.com/Greg/0511/20051122_Tue_Greg.m3u [right click and save target as]
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Evidence of Final To-target HighG-force Turn (@ 550+MPH, approx 1000 feet alt.)
Upward Bending Right Wing
The frick'n wing was almost snapping right off for Pete's sake. This also explains why the nose was diving down and the plane losing altitude at the last instant. We're talking black out level G-force when the blood is drained from your head.
Quote:
Mohammed Atta: "His attention span was zero."
Khalid Al-Mihdhar: "We didn't kick him out, but he didn't live up to our standards."
Marwan Al-Shehhi: “He was dropped because of his limited English and incompetence at the controls.”
Salem Al-Hazmi: "We advised him to quit after two lessons.”
Hani Hanjour: "His English was horrible, and his mechanical skills were even worse. It was like he had hardly even ever driven a car. I’m still to this day amazed that he could have flown into the Pentagon. He could not fly at all.”
A CounterPunch Special Report
Did the Bush Administration Lie to Congress and the 9/11 Commission?
9/11: Missing Black Boxes in World Trade Center Attacks Found by Firefighters, Analyzed by NTSB, Concealed by FBI
By DAVE LINDORFF
One of the more puzzling mysteries of 9-11 is what ever happened to the flight recorders of the two planes that hit the World Trade Center towers. Now it appears that they may not be missing at all.
Counterpunch has learned that the FBI has them.
Flight recorders (commonly known as black boxes, though these days they are generally bright orange) are required on all passenger planes. There are always two-a flight data recorder that keeps track of a plane's speed, altitude, course and maneuvers, and a cockpit voice recorder which keeps a continuous record of the last 30 minutes of conversation inside a plane's cockpit. These devices are constructed to be extremely durable, and are installed in a plane's tail section, where they are least likely suffer damaged on impact. They are designed to withstand up to 30 minutes of 1800-degree heat (more than they would have faced in the twin towers crashes), and to survive a crash at full speed into the ground.
All four of the devices were recovered from the two planes that hit the Pentagon and that crashed in rural Pennsylvania. In the case of American Airlines Flight 77, which hit the Pentagon, the FBI reports that the flight data recorder survived and had recoverable information, but the voice recorder was allegedly too damaged to provide any record. In the case of United Airlines Flight 93, which hit the ground at 500 mph in Pennsylvania, the situation was reversed: the voice recorder survived but the flight data box was allegedly damaged beyond recovery.
But the FBI states, and also reported to the 9-11 Commission, that none of the recording devices from the two planes that hit the World Trade Center were ever recovered.
There has always been some skepticism about this assertion, particularly as two N.Y. City firefighters, Mike Bellone and Nicholas De Masi, claimed in 2004 that they had found three of the four boxes, and that Federal agents took them and told the two men not to mention having found them. (The FBI denies the whole story.) Moreover, these devices are almost always located after crashes, even if not in useable condition (and the cleanup of the World Trade Center was meticulous, with even tiny bone fragments and bits of human tissue being discovered so that almost all the victims were ultimately identified). As Ted Lopatkiewicz, director of public affairs at the National Transportation Safety Agency which has the job of analyzing the boxes' data, says, "It's very unusual not to find a recorder after a crash, although it's also very unusual to have jets flying into buildings."
Now there is stronger evidence that something is amiss than simply the alleged non-recovery of all four of those boxes. A source at the National Transportation Safety Board, the agency that has the task of deciphering the date from the black boxes retrieved from crash sites-including those that are being handled as crimes and fall under the jurisdiction of the FBI-says the boxes were in fact recovered and were analyzed by the NTSB.
"Off the record, we had the boxes," the source says. "You'd have to get the official word from the FBI as to where they are, but we worked on them here."
The official word from the NTSB is that the WTC crash site black boxes never turned up. "No recorders were recovered from the World Trade Center," says the NTSB's Lopatkiewicz. "At least none were delivered to us by the FBI." He adds that the agency has "always had a good relationship' with the FBI and that in all prior crime-related crashes or flight incidents, they have brought the boxes to the NTSB for analysis.
For its part, the FBI is still denying everything, though with curious bit of linguistic wiggle room. "To the best of my knowledge, the flight recording devices from the World Trade Center crashes were never recovered. At least we never had them," says FBI spokesman Stephen Kodak.
What the apparent existence of the black boxes in government hands means is unclear.
If the information in those boxes is recoverable, or if, as is likely, it has been recovered already, it could give crucial evidence regarding the skill of the hijacker/pilots, perhaps of their strategy, of whether they were getting outside help in guiding them to their targets, of how fast they were flying and a host of other things.
Why would the main intelligence and law enforcement arm of the U.S. government want to hide from the public not just the available information about the two hijacked flights that provided the motivation and justification for the nation's "War on Terror" and for its two wars against Afghanistan and Iraq, but even the fact that it has the devices which could contain that information? Conspiracy theories abound, with some claiming the planes were actually pilotless military aircraft, or that they had little or nothing to do with the building collapses. The easiest way to quash such rumors and such fevered thinking would be openness.
Instead we have the opposite: a dark secrecy that invites many questions regarding the potentially embarrassing or perhaps even sinister information that might be on those tapes.
Dave Lindorff is the author of Killing Time: an Investigation into the Death Row Case of Mumia Abu-Jamal. His new book of CounterPunch columns titled "This Can't be Happening!" is published by Common Courage Press. Information about both books and other work by Lindorff can be found at www.thiscantbehappening.net.
He can be reached at: dlindorff@yahoo.com
The Boeing 767 tanker transport aircraft, designated KC-767 for the US Air Force, is a high performance version of the Boeing 767-200ER twin aisle jetliner equipped for fully integrated tanker operations. It is fitted with either boom and receptacle refuelling, hose and drogue refuelling or both. The commercial 767 first entered service in 1982 and more than 880 aircraft have been delivered. The cabin of the tanker can be configured for passenger transport, as a freighter, convertible (passenger or freighter) or Combi (passenger and freighter).
DESIGN
The structure incorporates new materials such as improved aluminium alloys, graphite composites and hybrid Kevlar graphite composites, which give enhanced strength, durability and longevity.
The configuration of a commercial 767 for the tanker transport role involves the installation of additional pumps and auxiliary fuel tanks together with the fuel distribution lines below the floor of the main cabin, leaving the main cabin free for cargo, passenger or both cargo and passenger transportation. The concept allows simultaneous refuelling and airlift operations or successive refuelling and airlift missions.
In the cargo configuration, the aircraft can transport 19 standard military 463-L pallets; in the passenger configuration, 200 passengers can be accommodated; and in the Combi configuration ten cargo pallets and 100 passengers can be carried.
COCKPIT
The 767 Tanker Transport aircraft has an advanced two person all-digital flight deck.
German Engineers Fireball and Kerosene (Jet Fuel) Smoke Cloud Magnitude Analysis
(note that they came to the conclusion that a 767-200 fully fueled for a cross-continental trip to LA could NOT have contained a sufficient amount of fuel to account for the fireball and smoke cloud observed - without knowledge of the Tanker Transport or of of the extra equipment [pod and pipe structure] retrofitted to it.
Dark Circle under Tail (Refueling Boom Removed?)
Note that there is no such mark, tail skid, or avionics blade antenna at that location for a normal Boeing 767-200, and therefore nothing else to account for this perfectly circular blemish visible in both the still photo and the CNN freeze frame.
Standard Military 463-L Fuel Cargo Pallet
"In the cargo configuration, the aircraft can transport 19 standard military 463-L pallets; in the passenger configuration, 200 passengers can be accommodated; and in the Combi configuration ten cargo pallets and 100 passengers can be carried."
The structure incorporates new materials such as improved aluminium alloys, graphite composites and hybrid Kevlar graphite composites, which give enhanced strength, durability and longevity.
The configuration of a commercial 767 for the tanker transport role involves the installation of additional pumps and auxiliary fuel tanks together with the fuel distribution lines below the floor of the main cabin, leaving the main cabin free for cargo, passenger or both cargo and passenger transportation. The concept allows simultaneous refuelling and airlift operations or successive refuelling and airlift missions.
In the cargo configuration, the aircraft can transport 19 standard military 463-L pallets; in the passenger configuration, 200 passengers can be accommodated; and in the Combi configuration ten cargo pallets and 100 passengers can be carried.
In a document called "Rebuilding America's Defenses: Strategy, Forces and Resources for a New Century" published by The American Enterprise's "Project for a New American Century"(1), System Planning Corporation (SPC) International executive, Dov Zakheim, called for "some catastrophic and catalyzing event - like a new Pearl Harbor" being necessary to foster the frame of mind needed for the American public to support a war in the Middle East that would politically and culturally reshape the region. A respected and established voice in the intelligence community, his views were eagerly accepted, and Dov went from his position at Systems Planning Corporation to become the Comptroller of the Pentagon in May 2001. (2) Perhaps not so coincidentally, it was an SPC subsidiary, TRIDATA CORPORATION, that oversaw the investigation after the terrorist attack on the World Trade Center in 1993.
SPC, according to their official website, specializes in many areas of defense technology production and manufacture, including a system developed by their Radar Physics Group called the Flight Termination System, or FTS.(3) This is a system used to destroy target drones (craft that would be fired on by test aircraft or weaponry) in the event of malfunction or "misses". This highly sophisticated war-game technology allows the control of several 'drones' from a remote location, on varying frequencies, and has a range of several hundred miles. This technology can be used on many different types of aircraft, including large passenger jets.
According to the SPC website (4), a recent customer at that time was Eglin AFB, located in Florida. Eglin is very near another Air Force base in Florida-MacDill AFB, where Dov Zakheim contracted to send at least 32 Boeing 767 aircraft, as part of the Boeing /Pentagon tanker lease agreement.(5)
As the events of September 11, 2001 occurred, little was mentioned about these strange connections, and the possible motives and proximity of Dov Zakheim and his group. Since there was little physical evidence remaining after the events, investigators were left only with photographic and anecdotal evidence.
This is a photograph of the Flight Termination System module, from their site.(5). Note it has a cylindrical shape, and is consistent with the size and shape of the object observed under the fuselage of flight 175.
The Boeing lease deal involved the replacement of the aging KC-135 tanker fleet with these smaller, more efficient Boeing 767s that were to be leased by Dov Zakheim's group. The planes were to be refitted with refueling equipment, including lines and nozzle assemblies.
In this enlargement of flight 175, we can clearly see a cylindrical object under the fuselage, and a structure that appears to be attached to the right underside of the rear fuselage section.
When seen in comparison, it is obvious that the plane approaching the Trade Center has both of these structures-the FTS module and the midair refueling equipment, as configured on the modified Boeing 767 tankers. Of particular interest is the long tube-like anomalous structure under the rear fuselage area of flight 175-this structure runs along the right rear bottom of the plane, as it also does on the Boeing 767 refueling tanker pictured.
As the above diagram shows, all flights involved in the events traveled very near many military installations, and appear to have traveled in a manner suggesting guidance and possible transfer of the control of the planes among the bases during the command and control War Games Operations led by Dick Cheney.
Since the evidence from the World Trade Center site was quickly removed, there is little concrete evidence of the involvement of Dov Zakheim, who has since left his position at the Pentagon. However, the proximity of Eglin AFB to MacDill AFB in Florida and Dov Zakheim's work via SPC contracts and the Pentagon leasing agreement on both of these installations, combined with SPC's access to World Trade Center structural and security information from their Tridata investigation in 1993, is highly suspicious. Considering his access to Boeing 767 tankers, remote control flight systems, and his published views in the PNAC document, it seems very likely he is in fact a key figure in the alleged terrorist attacks in New York City on September 11, 2001.
EDITORIAL RESPONSE TO READERS' COMMENTS:
In response to some of our readers who have questioned our premise that it was Rabbi Dov Zakheim who 'called for' the Pearl Harbor type of incident, we here at Conspiracy News Net acknowledge that the PNAC document was written by the likes of William Kristol and Donald Kagan, and therefore as the real brains behind the agenda they are the ones calling for it in a literal sense. However, we do stand by our assertion that the Rabbi called for it as well, insofar that he signed his name onto this document. If he signed it he agrees with it and therefore he is calling for it.
Some of you have argued that we are singling out Rabbi Zakheim because he is Jewish, implying that we are pushing some sort of twisted anti-semetic agenda while noting that he is not the only one who signed the PNAC document and therefore wondering why our article is about him and not the others. We do not mean to imply that the Rabbi acted alone, our article simply points out that Rabbi Zakheim had access to things like structural integrity, blueprints and any number of important facets of information about the WTC through his work with TRIDATA CORPORATION in the investgation of the bombing of the WTC in 1993. That he had access to REMOTE CONTROL Technology through his work at System Planning Corporation (SPC). That he had access to BOEING AIRCRAFT through a lease deal HE BROKERED while working at the Pentagon. And finally that he was part of a group of politically radical Straussian Neo-Conservatives, who, through their association with PNAC, called for restructuring of the Middle East, noting that a Pearl Harbor type of event MAY BE NEEDED to foster the frame of mind required for the American public to accept such a radical foreign policy agenda. In light of all this information we here at Conspiracy News Net stand by our statement that Mr. Zakheim not only called for the slamming of the WTC Towers on 9-11, but he activily took part in their demolition by providing the logistics necessary for such an attack to occur.
Editor, ConspiracyNewsNet.com
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Remote Control Info
Systems Planning Corporation
http://www.sysplan.com/
according to their site, the system is run in one of two configurations, both centered around this, the CTS transmitter:
Command Transmitter System
http://www.sysplan.com/Radar/CTS
Radar Control (FTS)
Think of this as part two of Recherche du trillions perdu, my Online Journal article on Dov Zakheim, former Bush appointee as Pentagon Comptroller from May 4, 2001 to March 10, 2004. At that time he was unable to explain the disappearance of $1 trillion dollars. Actually, nearly three years earlier, Donald Rumsfeld announced on September 10, 2001 that an audit discovered $2.3 trillion was also missing from the Pentagon books. That story, as I mentioned, was buried under 9-11’s rubble. The two sums disappeared on Zakheim’s watch.
Yet on May 6, 2004, Zakheim took a lucrative position at Booz Allen Hamilton, one of the most prestigious strategy consulting firms in the world. One of its clients then was Blessed Relief, a charity said to be a front for Osama bin Laden. Booz, Allen & Hamilton then also worked closely with DARPA, the Defense Advanced Research Projects Agency, which is the research arm of the Department of Defense. So the dark card was shifted to another part of the deck.
Judicial Inc’s bio of Dov (linked below) tells us Zakheim was/is a dual Israeli/American citizen and an ordained rabbi and had been tracking the halls of US government for 25 years, casting defense policy and influence on Presidents Reagan, Clinton, Bush Sr. and Bush Jr. He is, as I described him earlier, the bionic Zionist. In fact, Judicial Inc points out that most of Israel’s armaments were gotten thanks to him. Squads of US F-16 and F-15 were classified military surplus and sold to Israel at a fraction of their value.
Judicial Inc also points out that Israel, a country of 4.8 million Russian and Polish Jewish émigrés, flies on one of the biggest Air Forces in the world, thanks to Dov. Conflict of interest here? Depends on what you’re interested in. That is, in 2001 Dov was CEO of SPS International, part of System Planning Corporation, a defense contractor majoring in electronic warfare technologies, including remote-controlled aircraft systems, and the notorious Flight Termination System (FTS) technology that could hijack even a hijacked plane and land or crash it wherever.
More from the resume: Wikipedia points out that Zakheim is also a member of the Council on Foreign Relations and in 2000 a co-author of the Project for the New American Century’s position paper, Rebuilding America’s Defenses, advocating the necessity for a Pearl-Harbor-like incident to mobilize the country into war with its enemies, mostly Middle Eastern Muslim nations.
As to Dov’s hell-raiser lineage, Judicial Inc points out that Grandpa Zakheim was born in 1870, Julius Zakheim (Zhabinka), in the Ukraine, a Russian rabbi who married a relative of Karl Marx. He was a Menshevik/Bolshevik and played a leading role in the 1905 turmoil that paved the way for the 1917 Bolshevik Revolution. The Bolshevik master plan called for the state of Israel, which was chosen for its proximity to the world's oil and an area of religious significance.
Dov’s Father, Rabbi Jacob I. Zakheim was born in 1910 and reared in Poland’s swarm of Zionist hard guys, read assassins and bombers. His Polish town, near Bilaystok, also brought us Yitzhak Shir, and family friends included Menachem Begin and Moshe Arens. Dov’s father was an active member of Betar, formed in 1923 in Riga, Latvia. Its goal was to control the Middle East (and its oil). It was known that the Jewish people needed their own country and they chose Palestine and claimed it a Jewish state “on both sides of the Jordan.”
Betar was in essence a terrorist organization formed because Zionists were sick of being chased from and arrested in country after country. They wanted both a place to escape and a base for their power. Betar joined forces with the Haganah, Irgun, and Stern gangs. With no prospect of a Jewish state in sight, they argued that armed struggle against the British was the only way. Since Britain occupied Palestine and was containing them they went on a blood feast of bombings that killed hundreds of British soldiers. The British pulled out, but the Zionists continue to maul the Arabs to this day.
For a concise history on the Formation of Israel in 1947, I suggest this link to theocracywatch.org.
For an interesting look at “The United States and the Recognition of Israel: A Chronology” compiled from Harry S. Truman and the Founding of Israel by Michael T. Benson, link above. For a rounded look at Israel, see Wikipedia.
Returning to Dov: he was born in Brooklyn in 1943 and attended exclusive Jewish schools, spent summers in Israel Zionist camps, which trained the Zionists of the future. As to Dov’s formal education, he graduated from Columbia University in 1970 and the University of Oxford in 1972. From 1973 to 75, he attended the London school of Jewish studies, described as a “Harry Potter” type cauldron; among the subjects Jewish supremacy, Advanced Bible, Talmud, Jewish Mysticism, Holocaust, Anglo-Judaica, and Zionism. After, he was ordained a Rabbi. From 1975 to 80, Zakheim was an adjunct professor at the National War College, Yeshiva University, Columbia University and Trinity College, Hartford, Connecticut.
As he stepped into the Reagan administration, he talked them into funding development of the Lavi Fighter at a cost of $3 billion. The Lavi was a total flop and Israel dropped it, though it owed $450 million in contract fees that were cancelled. Israel, according to Judicial Inc, also created a story that China was eager to buy the Lavi. Zakheim convinced Reagan that China had to be sandbagged. Reagan gave Israel $500 million for its lost contracts. Reagan then threw in a wing of F-16’s as a bonus and sign of good will. Do we see a pattern here, personal, familial, career-wise, of over-the-top Israeli advocacy?
Again, during Zakheim’s tenure as Pentagon controller from May 4, 2001, to March 10, 2004, over $3 trillion dollars were unaccounted for. Additionally, military Information was jeopardized and military contractors billed the US for Israeli items: $50 million dollar fighter jets were rated as surplus and the list rolls on. As the scandal of the missing trillion dollars surfaced and Dov resigned, Israel was handed the finest fighter jets in the US inventory while 15 percent of US jets were grounded for lack of parts. In whose best interest was this?
But Dov is not alone. He is one of an elite group of Jewish Americans/Israelis who inter-marry and enter government. They and their Christian counterparts are called neocons and their sole purpose is directing US policy. Most of them are dual citizens and few serve in the US military. Think of Paul Wolfowitz, Elliot Abrams, Richard Perle, Ben Wattenberg, to mention a few. Whether their motivation is anger at the Muslim world, seen as a religious and territorial enemy, or a deep-rooted reaction to the Holocaust, the culmination of European anti-Semitism, their reactionary militarism becomes a world-threatening force unto itself. Hence our concern.
Dov and the World Trade Center
Perhaps not coincidentally in May 2001, when Dov served at the Pentagon, it was an SPS (his firm’s) subsidiary, Tridata Corporation, that oversaw the investigation of the first “terrorist” attack on the World Trade Center in 1993. This would have given them intimate knowledge of the security systems and structural blueprints of the World Trade Center. From the '90s through 2001, WTC Security was handled by Securacom, a Kuwait-American firm, on whose board Marvin Bush, the president’s brother, sat. After 9/11, Securacom was let go, changed its name to Stratosec, and was delisted from the Stock Exchange in 2002.
According to Conspiracy News.net writers Shadow and ‘Pax’ in Dov Zakheim and the 9/11 Conspiracy, (and I suggest you look at this link) “According to the SPC website (4), a recent customer at that time was Eglin AFB, located in Florida. Eglin is very near another Air Force base in Florida-MacDill AFB, where Dov Zakheim contracted to send at least 32 Boeing 767 aircraft, as part of the Boeing /Pentagon tanker lease agreement. (5)
”As the events of September 11, 2001 occurred, little was mentioned about these strange connections, and the possible motives and proximity of Dov Zakheim and his group. Since there was little physical evidence remaining after the events, investigators were left only with photographic and anecdotal evidence.
“There is a photograph of the Flight Termination System module, from their site.(5). Note it has a cylindrical shape, and is consistent with the size and shape of the object observed under the fuselage of flight 175.
“The Boeing lease deal involved the replacement of the aging KC-135 tanker fleet with these smaller, more efficient Boeing 767s that were to be leased by Dov Zakheim's group. The planes were to be refitted with refueling equipment, including lines and nozzle assemblies.”
(Remember both Flight 175, that hit the South Tower, and Flight 11, that hit the North Tower, were Boeing 767s. Flights 77 and 93 were 757s.)
“In the enlargement of flight 175’s photo, we can clearly see a cylindrical object under the fuselage, and a structure that appears to be attached to the right underside of the rear fuselage section.
”When seen in comparison, it is obvious that the plane approaching the Trade Center has both of these structures-the FTS module and the midair refueling equipment, as configured on the modified Boeing 767 tankers. Of particular interest is the long tube-like anomalous structure under the rear fuselage area of flight 175-this structure runs along the right rear bottom of the plane, as it also does on the Boeing 767 refueling tanker pictured.
”After considering this information, I [the author/s] am convinced that flight 175, as pictured on the news media and official reports, was in fact a refitted Boeing 767 tanker, with a Flight Termination System attached. Use of this system would also explain the expert handling of aircraft observed in both New York and Washington investigations, which has been officially credited to inexperienced flight school students.
“Since the refitted 767s were able to carry both passengers and a fuel load, as shown in this photo, it is likely that the plane designated Flight 175 was in fact a refitted 767 tanker, disguised as a conventional commercial passenger plane.
“As shown in this photo of a 767 being serviced, the FTS unit, when in position, would be small and unobtrusive enough to be fairly innocuous (at least to casual observers, such as passengers). The smallest circle indicates the size and position of the anomaly depicted in the photos of Flight 175. The larger circle, which is the size of the engine housing, shows the size of the anomaly in relation to the engine. Note the size and position of the open hatches on the engine housing, which would tend to discredit the widely held theory that the anomaly is an open hatch or cargo door.
“As the . . . diagram shows, all flights involved in the events traveled very near many military installations, and appear to have traveled in a manner suggesting guidance and possible transfer of the control of the planes among the bases.
”Since the evidence from the World Trade Center site was quickly removed, there is little concrete evidence of the involvement of Dov Zakheim, who has since left his position at the Pentagon. However, the proximity of Eglin AFB to MacDill AFB in Florida and Dov Zakheim's work via SPC contracts and the Pentagon leasing agreement on both of these installations, combined with SPC's access to World Trade Center structural and security information from their Tridata investigation in 1993, is highly suspicious. Considering his access to Boeing 767 tankers, remote control flight systems, and his published views in the PNAC document, it seems very likely he is in fact a key figure in the alleged terrorist attacks in New York City on September 11, 2001.”
EDITORIAL RESPONSE TO READERS' COMMENTS:
”In response to some of our readers who have questioned our premise that it was Rabbi Dov Zakheim who 'called for' the Pearl Harbor type of incident, we here at Conspiracy News Net acknowledge that the PNAC document was written by the likes of William Kristol and Donald Kagan, and therefore as the real brains behind the agenda they are the ones calling for it in a literal sense. However, we do stand by our assertion that the Rabbi called for it as well, insofar that he signed his name onto this document. If he signed it he agrees with it and therefore he is calling for it.
”Some of you have argued that we are singling out Rabbi Zakheim because he is Jewish, implying that we are pushing some sort of twisted anti-Semitic agenda while noting that he is not the only one who signed the PNAC document and therefore wondering why our article is about him and not the others. We do not mean to imply that the Rabbi acted alone, our article simply points out that Rabbi Zakheim had access to things like structural integrity, blueprints and any number of important facets of information about the WTC through his work with TRIDATA CORPORATION in the investigation of the bombing of the WTC in 1993.
“That he had access to REMOTE CONTROL Technology through his work at System Planning Corporation (SPC). That he had access to BOEING AIRCRAFT through a lease deal HE BROKERED while working at the Pentagon.
“ . . . Finally that he was part of a group of politically radical Straussian Neo-Conservatives, who, through their association with PNAC, called for restructuring of the Middle East, noting that a Pearl Harbor type of event MAY BE NEEDED to foster the frame of mind required for the American public to accept such a radical foreign policy agenda. In light of all this information we here at Conspiracy News Net stand by our statement that Mr. Zakheim not only called for the slamming of the WTC Towers on 9-11, but he activity took part in their demolition by providing the logistics necessary for such an attack to occur.”
Coda, a Bitter Frosting on the Cake
Whether or not you agree in whole or in part with these findings, here is an eye-opening article originally from the Pittsburgh Post-Gazette by Milan Simonich. It is titled Army unit piecing together accounts of Pentagon attack, and from it comes this striking information in paragraph six . . ."One Army office in the Pentagon lost 34 of its 65 employees in the attack. Most of those killed in the office, called Resource Services Washington, were civilian accountants, bookkeepers and budget analysts. They were at their desks when American Airlines Flight 77 struck.”
Apart from the question of whether it was F 77 that struck the Pentagon, it is more than ironic that accountants, bookkeepers and budgets analysts, the very people who could pick up the financial frauds were struck. Especially since the hit was directed supposedly at the Office of Naval Intelligence.
Nevertheless, Dov is busy at his Booz Allen job, involved in Strategic Services and who knows what other dark plans as we speak, even as the Middle East is under heavy fire once again from Israel and its fervid ally, the US government.
Jerry Mazza is a freelance writer living in New York. Reach him at gvmaz@verizon.net.
Presentation by Professional Commercial "Heavy" Pilot, Glen Stanish regarding South Tower Plane "anomalies". It is my understanding that Glen is the co-founder of Pilots for 9/11 Truth.
Again, from presentation by Glen Stannish, Profession Commercial Pilot
Mark Burnback, a FOX News Employee, was an eyewitness of the 2nd Plane at the 2nd Tower, and while still fresh in his mind, only moments after impact said he saw no passenger windows on this aircraft. Listen for yourself.
767-200 => A is less than B
767-300 => A is greater than B
Let's be clear about one thing. The plane which hit the south tower was not and could not possibly have been flight 175 piloted by Arab Islamist extremist terrorists. That's established fact, based on first hand, recorded in real time, physical reality. The plane that hit the south tower was not flight 175.
As we saw in "The Wrong Plane", the nose section of a 200 series, A, is shorter than the wing assembly, B. Whereas for the 300 series A is longer than B.
767-200 => A:B = 190:200 = 0.95:1, i.e. A is less than B
767-300 => A:B = 221:200 = 1.105:1, i.e. A is greater than B
While the NIST frames give us A:B = 20.76:19.91 = 1.04:1
(remember that these are Lower Limit Values, see Techie Notes),
in other words, A is greater than B
Therefore: This plane's fuselage is too long to be a Boeing 767-200.
Ergo: The plane that hit the South Tower was not N612UA. It was not Flight 175!
1) IMO the pics of the normal and wtc Boeings match. Different aspects. 'Pod' areas show same configuration.
2) The shadow of the Naudet video does touch the nose @ point of impact. A second shadow creeps up the building after this. Smoke?
3) Both planes do seem to exhibit this ornance-type flash immediately on impact. This needs explaining. _________________ Belief is the Enemy of Truth www.dissential.com
100 views already! Please keep spreading the word about this presentation. Some 9/11 videos are soon to be released which will also feature it (south tower plane as drone evidence), including the sequal to 911 In Plane Site, which is to be released no later than the end of April. It also serves as a very decisive debunk of the..<cough> "NPT" (no planer theory), without even having to say anything about it. I do believe that many in the truth movement are quickly coming to the realization that the south tower plane was in fact a swapped drone, which, if that is the case, increases the credibility of these observations by many orders of magnitude, and, in light of proof of CD, brings the fireball magnitude into question, thus supporting the tanker hypothesis. _________________ Everybody's Gotta Learn Sometime
“We will export death and violence to the four corners of the earth.” - George W. Bush
According to the federal authorities controlling Ground Zero,
the black boxes from the two crashed 767s,
Flight 11
and
Flight 175,
failed to turn up in the rubble taken from the site.
4
The
9/11 Commission Report backs the FBI's story,
flatly stating:
"The CVRs and FDRs from American 11 and United 175 were not found."
There are accounts contradicting the official account of the black boxes.
Two men who worked in the cleanup operation at Ground Zero
claim that they helped authorities find three of the four black boxes
in October of 2001.
One of the workers, New York City firefighter Nicholas DeMasi,
has self-published a book with other Ground Zero workers
in which he describes the recovery of the devices.
5
The book,
Behind the Scenes: GROUND ZERO,
A Collection of Personal Accounts,
can be ordered through
Joined: 25 Jul 2005 Posts: 18335 Location: St. Pauls, Bristol, England
Posted: Sat May 18, 2013 10:16 pm Post subject: Flight 175: 767-200 or military 767-300 hit WTC?
The 767 is a trusty workhorse used by airlines the world over. It comes in three types, the 200, 300 and 400 series with increasing fuselage length and increasing capacity.
http://www.amics21.com/911/flight175/second.html
The one shown here is the very same N612UA that took off from Logan airport that fateful 11 September. Note its stubby nose, characteristic of the 200 series. The inset shows the plane that crashed into the South Tower later that day. Somehow, to me, the fuselage seems just that little bit longer.
Perspective is a tricky thing, so let's have a look at the scale plans for the 767 below. Paper links
1984, George Orwell
The Sorcerer's Apprentice (Der Zauberlehrling), Johann Wolfgang von Goethe
The Emperor's New Clothes, Hans Christian Andersen
Plane-spotting is a lot like bird-spotting, identification is a matter of comparing known dimensions. In this case by comparing the length of the central wing structure (B), from where the fore-wing meets the fuselage to the end of the wing tip, with overall fuselage length (A+B+C).
With the 767-200 this gives us a ratio of A:B:C = 190:200:181.
With the 767-300 we get a ratio of A:B:C = 221:200:217.
In other words, both the fore (A) and aft sections (C) of the 200-series fuselage are shorter than the central wing section. Whereas these are longer in the 300 series.
Put a ruler up to the screen and measure these yourself.
Update!
Further evidence that
The plane that hit the South Tower was not Flight 175
This picture is a bit fuzzy but it's the best one there is taken from underneath. Note that there seems to be a bulge just where the fore-wing should meet the fuselage. (Also note that the underside of the fuselage should be unobstructed and give a straight line for a shadow, and not a dark mass at the centre and the nose.)
Extrapolating the leading edge of the fore-wing to where it should meet the fuselage gives us the right-hand cross-hair, and the back tips of the wings the left-hand cross hair.
OK, now we have a unit length B. Using the proportions of A:B:C = 190:200:181 found for the 767-200 we get the final assembly of cross-hairs. The back end of the plane is pretty close to our match, but looking at the scale plans again you'll notice that it should meet the ends of the tail-fins, not the fuselage.
The front of the plane, though, is noticeably longer. There's a dark patch on the nose which may prove deceiving, but if you look carefully you'll notice that it protrudes beyond the red arrow.
Therefore: This plane's fuselage is too long to be a Boeing 767-200.
Update!
Not Flight 175
Rebuttals
The Mysteries of 9/11
Digital analysis report
What to do?
20 March Flight Control Systems
Um... OK. So the planes were switched. Why go to all that trouble? I must admit that I was a bit befuddled myself.
Boeing has been developing some pretty snazzy flight control systems over the years. Maybe something more sophisticated than a 767-200 was required for the job.
The Aviation Safety Network, Accident Description database gives quite a detailed description of all the planes that have suffered some misshap over the years. And there's our old friend N612UA, showing that it entered service in 1983. (It also shows that it was a 767-222, and not a 200ER as is sometimes mistakenly claimed. This is also borne out in the FAA registry.) Cross checking with Jane's shows that the first 767-200 was delivered on 8 September 1982. So poor old N612UA was already getting a bit long in the tooth by 11 September.
Next stop Rockwell (now part of the Boeing group of companies). They produce the FCS-700 flight control system, "currently provided as standard equipment on all versions of the Boeing 757 and 767 aircraft", so maybe not going back to 1983, and N612UA, the Cinderella of the fleet, would likely be the last in line for updating. However the FCS-700 is just a fancy "fail operational autopilot flight director system", I suppose you could pre-program it but it would fly in a smooth line, not bank crazily into the South Tower as we've seen.
Another cute gadget is the Flight Management Computer System, also Boeing standard equipment. The page for the 757-200 describes this as: "A fully integrated flight management computer system (FMCS) provides for automatic guidance and control of the 757-200 from immediately after takeoff to final approach and landing." And "The precision of global positioning satellite (GPS) system navigation, automated air traffic control functions, and advanced guidance and communications features are now available as part of the new Future Air Navigation System (FANS) flight management computer." Gee whiz. What does the pilot get to do then? Chat up the ladies?
And they're pretty good at this "automatic guidance and control". Another nifty little piece of 50s Sci-Fi is Global Hawk by Northrop Gruman, a 737-size fully unmanned experimental plane. This baby's maiden flight was from Edwards Air Force Base, CA on 28 February 1998 [Federation of American Scientists], making it all the way to Australia on April 24, 2001, by itself [International Television News (defunct)]. "The aircraft essentially flies itself, right from takeoff, right through to landing, and even taxiing off the runway," according to the Australian Global Hawk manager Rod Smith [International Television News (Defunct. But, Hey! This is the world-wide web. See mirror copy)].
Mind you, that's a military plane. Commercial airliners are different, aren't they? Well... can't get a date, but NASA's 'Flying Lab' ARIES, a converted Boeing 757-200, is reputed to have also taken off and landed without a pilot at the helm a few times. Apparently the skies are getting crowded and you'd get greater efficiency by having your planes radar controlled. You could also layoff a few more air-traffic controllers too.
It's not the pipe-dream it sounds, either. After 9/11, what with Middle-Eastern gentlemen being able to hijack planes and fly them with military precision, there was a lot of talk of "... including technology to enable controllers to take over distressed aircraft and land it by remote control." Needless to say, pilots aren't too happy with the idea of someone off-board taking control of their ship, whoever it is. What if that someone was a "Middle-Eastern gentleman"? [Landing by remote control doesn't quite fly with pilots. Chicago Tribune, September 28, 2001] Even Robert Ayling, former boss of British Airways, got in on the act and "... suggested in the Financial Times this week that aircraft could be commandeered from the ground and controlled remotely in the event of a hijack... " [The Economist, September 20, 2001]
Brave New World, Aldous Huxley
Our Man in Havana, Graham Greene
Absolute Friends, John le Carré
Hyper links
9/11 Review
The Incredible 9/11 Evidence we've All been Overlooking, Leonard Spencer
9/11 was a Hoax, John Kaminsky
Operation Pearl (long), A. K. Dewdney
Blix doubts on Iraq intelligence - BBC
Bush planned Iraq 'regime change' before becoming President, Neil Mackay
This war is not yet over, Jonathan Freedland
The Petro-Dollar Wars, Senator Tim Ferguson
September Eleventh Families For Peaceful Tomorrows
A couple of Phil Jayhan sites:
Let's Roll Blog
911 Lets Roll Forums
Conclusions so far
This may all a bit seem circumstantial, but let's see what we have here: Comparing the profile of the Boeing that slammed into the South Tower with a 767-200, it seems that this was not the same plane that left Logan airport that fateful morning. It was switched. And if the plane was switched, then the "pilots" were switched too.
To judge by the strange manoeuvres before it hit, the flight computers must have been tampered with.
The plane banked sharply into the South Tower because it was about to miss it, even the best of pilots would have had a job hitting such a small target at 500 m.p.h.-- even an "eperienced" pilot like Mr Bush needed help landing on the USS Abraham Lincoln. Forget mucking about on a Cessna for a few hours. Autopilot and a beacon would have done the job, but then it would have gone straight in like a rudimentary guided missile.
Was this more than simple tampering with the flight computers? Could this "unidentified" plane have been controlled remotely from the ground? Is the "taking over of distressed aircraft and landing them" not a distant fantasy?
Confirmation
According to Andreas von Bülow, the former German Secretary of Defence, it seems that, already back in the nineties, "a major European flag carrier" was so alarmed when it discovered that the flight control systems on its aircraft could be taken over electronically from the ground, that it "completely stripped the American flight control computers out of its entire fleet, and replaced them with a home grown version". [Tagesspiegel, Berlin, January 13th 2002]. It appears that this "major European flag carrier" was none other than Lufthansa, the German national airline.
Of course, Germans are a bunch of wimps who'd only too happily lick the boots of an invading army of "Middle-Eastern gentlemen". Yet, one fine day in 2002, it just so happens that a group of military and civilian US pilots, under the chairmanship of Colonel Donn de Grand Pré, set up an independent inquiry into the events of September 11th, and came to the conclusion that "the flight crews of the four passenger airliners, involved in the September 11th tragedy, had no control over their aircraft." (...) An expert witness confirmed that "airliners could be controlled by electro-magnetic pulse or radio frequency instrumentation from command and control platforms based either in the air or at ground level." Colonel Donn de Grand Pré's inquiry concluded: "They [the pilots] had not attempted any sudden changes in flight path or nose-dive procedures - which led him to believe that they had no control over their aircraft." [September 11 - US Government accused. The News, Portugal's Weekend Newspaper in English, 03/08/2002 (well worth the read)]. The article also goes on to lament the lack of investigative zeal on the subject by mainstream American (and may I add British) news media.
Oh, and by the way, a pilot's ingrained reaction is to "ditch the plane into a river or a field, thereby safeguarding the lives of those on the ground".
Fine ..., but do we have any conclusive visual proof that Flight 175 had been tampered with?
I'm glad you asked that... Odd Bumps
Update Sept. 2006
Curiously enough, there happens to be one person who at the time had access to remote control technology (the appropriately named "Flight Termination System"), a fleet of 32 767's for modification as refuelling tankers and, to boot, the World Trade Center's structural and security information from the Tridata investigation in 1993. See: Dov Zakheim and the 9/11 Conspiracy (pulled from Conspiract News Net and other sites, but saved on The Truth Seeker)
Also worth a look is: Following Zakheim and Pentagon trillions to Israel and 9-11
"I believe this to be a very important article. As you may probably know, I've steadfastly maintained that Dov Zakheim, the former Comptroller of the Pentagon, is a key conspirator in the 9/11 fraud. The following article sheds more light on this powerful shadowy character; the missing $2.3 Trillion; his connection to the mysterious Boeing 767 tanker deal (I believe the aircraft that impacted the Twin Towers were KC-767s, the military tanker version of the Boeing 767); and his involvement in SPC, the company that manufactures remote control 'termination' systems for aircraft. Yes, things are beginning to snap into focus very quickly..." -- a physicist in the 911 Truth movement
Following Zakheim And The Pentagon Trillions To Israel And 911
By Jerry Mazza
Online Journal Associate Editor
3-28-7
Think of this as part two of Recherche du trillions perdu, my Online Journal article on Dov Zakheim, former Bush appointee as Pentagon Comptroller from May 4, 2001 to March 10, 2004. At that time he was unable to explain the disappearance of $1 trillion dollars. Actually, nearly three years earlier, Donald Rumsfeld announced on September 10, 2001 that an audit discovered $2.3 trillion was also missing from the Pentagon books [1]. That story, as I mentioned, was buried under 9-11's rubble. The two sums disappeared on Zakheim's watch.
Yet on May 6, 2004, Zakheim took a lucrative position at Booz Allen Hamilton, one of the most prestigious strategy consulting firms in the world. One of its clients then was Blessed Relief, a charity said to be a front for Osama bin Laden. Booz, Allen & Hamilton then also worked closely with DARPA, the Defense Advanced Research Projects Agency, which is the research arm of the Department of Defense. So the dark card was shifted to another part of the deck.
Judicial Inc's bio of Dov (linked below) tells us Zakheim was/is a dual Israeli/American citizen and an ordained rabbi and had been tracking the halls of US government for 25 years, casting defense policy and influence on Presidents Reagan, Clinton, Bush Sr. and Bush Jr. He is, as I described him earlier, the bionic Zionist. In fact, Judicial Inc points out that most of Israel's armaments were gotten thanks to him. Squads of US F-16 and F-15 were classified military surplus and sold to Israel at a fraction of their value.
Judicial Inc also points out that Israel, a country of 4.8 million Russian and Polish Jewish émigrés, flies on one of the biggest Air Forces in the world, thanks to Mr. Zakheim. Conflict of interest here? Depends on what you're interested in. That is, in 2001 Zakheim was CEO of SPS International, part of System Planning Corporation, a defense contractor majoring in electronic warfare technologies, including remote-controlled aircraft systems, and the notorious Flight Termination System (FTS) technology that could hijack even a hijacked plane and land or crash it wherever.
More from the resume: Wikipedia points out that Zakheim is also a member of the Council on Foreign Relations and in 2000 a co- author of the Project for the New American Century's position paper, Rebuilding America's Defenses, advocating the necessity for a Pearl-Harbor-like incident to mobilize the country into war with its enemies, mostly Middle Eastern Muslim nations.
As to Zakheim's hell-raiser lineage, Judicial Inc points out that Grandpa Zakheim was born in 1870, Julius Zakheim (Zhabinka), in the Ukraine, a Russian rabbi who married a relative of Karl Marx. He was a Menshevik/Bolshevik and played a leading role in the 1905 turmoil that paved the way for the 1917 Bolshevik Revolution. The Bolshevik master plan called for the state of Israel, which was chosen for its proximity to the world's oil and an area of religious significance.
Dov's Father, Rabbi Jacob I. Zakheim was born in 1910 and reared in Poland's swarm of Zionist hard guys, read assassins and bombers. His Polish town, near Bilaystok, also brought us Yitzhak Shir, and family friends included Menachem Begin and Moshe Arens. Dov's father was an active member of Betar, formed in 1923 in Riga, Latvia. Its goal was to control the Middle East (and its oil). It was known that the Jewish people needed their own country and they chose Palestine and claimed it a Jewish state "on both sides of the Jordan."
Betar was in essence a terrorist organization formed because Zionists were sick of being chased from and arrested in country after country. They wanted both a place to escape and a base for their power. Betar joined forces with the Haganah, Irgun, and Stern gangs. With no prospect of a Jewish state in sight, they argued that armed struggle against the British was the only way. Since Britain occupied Palestine and was containing them they went on a blood feast of bombings that killed hundreds of British soldiers. The British pulled out, but the Zionists continue to maul the Arabs to this day.
For a concise history on the Formation of Israel in 1947, I suggest: http://www.theocracywatch.org/ christian_zionism_israel_forms.htm
Returning to Mr. Dov Zakheim: he was born in Brooklyn in 1943 and attended exclusive Jewish schools, spent summers in Israel Zionist camps, which trained the Zionists of the future. As to Dov's formal education, he graduated from Columbia University in 1970 and the University of Oxford in 1972. From 1973 to 75, he attended the London school of Jewish studies, described as a "Harry Potter" type cauldron; among the subjects Jewish supremacy, Advanced Bible, Talmud, Jewish Mysticism, Holocaust, Anglo-Judaica, and Zionism. After, he was ordained a Rabbi. From 1975 to 80, Zakheim was an adjunct professor at the National War College, Yeshiva University, Columbia University and Trinity College, Hartford, Connecticut.
As he stepped into the Reagan administration, he talked them into funding development of the Lavi Fighter at a cost of $3 billion. The Lavi was a total flop and Israel dropped it, though it owed $450 million in contract fees that were cancelled. Israel, according to Judicial Inc, also created a story that China was eager to buy the Lavi. Zakheim convinced Reagan that China had to be sandbagged. Reagan gave Israel $500 million for its lost contracts. Reagan then threw in a wing of F-16's as a bonus and sign of good will. Do we see a pattern here, personal, familial, career-wise, of over-the-top Israeli advocacy?
Again, during Zakheim's tenure as Pentagon controller from May 4, 2001, to March 10, 2004, over $3 trillion dollars were unaccounted for. Additionally, military Information was jeopardized and military contractors billed the US for Israeli items: $50 million dollar fighter jets were rated as surplus and the list rolls on. As the scandal of the missing trillion dollars surfaced and Zakheim resigned, Israel was handed the finest fighter jets in the US inventory while 15 percent of US jets were grounded for lack of parts. In whose best interest was this?
But Dov is not alone. He is one of an elite group of Jewish Americans/Israelis who inter-marry and enter government. They and their Christian counterparts are called neocons and their sole purpose is directing US policy. Most of them are dual citizens and few serve in the US military. Think of Paul Wolfowitz, Elliot Abrams, Richard Perle, Ben Wattenberg, to mention a few. Whether their motivation is anger at the Muslim world, seen as a religious and territorial enemy, or a deep-rooted reaction to the Holocaust, the culmination of European anti-Semitism, their reactionary militarism becomes a world-threatening force unto itself. Hence our concern.
Dov and the World Trade Center
Perhaps not coincidentally in May 2001, when Dov served at the Pentagon, it was an SPS (his firm's) subsidiary, Tridata Corporation, that oversaw the investigation of the first "terrorist" attack on the World Trade Center in 1993. This would have given them intimate knowledge of the security systems and structural blueprints of the World Trade Center. From the '90s through 2001, WTC Security was handled by Securacom, a Kuwait-American firm, on whose board Marvin Bush, the president's brother, sat. After 9/11, Securacom was let go, changed its name to Stratosec, and was delisted from the Stock Exchange in 2002.
According to Conspiracy News.net writers Shadow and 'Pax' in Dov Zakheim and the 9/11 Conspiracy, "According to the SPC website, a recent customer at that time was Eglin AFB, located in Florida. Eglin is very near another Air Force base in Florida, MacDill AFB, where Dov Zakheim contracted to send at least 32 Boeing 767 aircraft, as part of the Boeing /Pentagon tanker lease agreement.
"As the events of September 11, 2001 occurred, little was mentioned about these strange connections, and the possible motives and proximity of Dov Zakheim and his group. Since there was little physical evidence remaining after the events, investigators were left only with photographic and anecdotal evidence.
"There is a photograph of the Flight Termination System module, from their site.(5). Note it has a cylindrical shape, and is consistent with the size and shape of the object observed under the fuselage of flight 175.
"The Boeing lease deal involved the replacement of the aging KC-135 tanker fleet with these smaller, more efficient Boeing 767s that were to be leased by Dov Zakheim's group. The planes were to be refitted with refueling equipment, including lines and nozzle assemblies."
(Remember both Flight 175, that hit the South Tower, and Flight 11, that hit the North Tower, were Boeing 767s. Flights 77 and 93 were 757s.)
"In the enlargement of flight 175's photo, we can clearly see a cylindrical object under the fuselage, and a structure that appears to be attached to the right underside of the rear fuselage section.
"When seen in comparison, it is obvious that the plane approaching the Trade Center has both of these structures-the FTS module and the midair refueling equipment, as configured on the modified Boeing 767 tankers. Of particular interest is the long tube-like anomalous structure under the rear fuselage area of flight 175-this structure runs along the right rear bottom of the plane, as it also does on the Boeing 767 refueling tanker pictured.
"After considering this information, I [the author/s] am convinced that flight 175, as pictured on the news media and official reports, was in fact a refitted Boeing 767 tanker, with a Flight Termination System attached. Use of this system would also explain the expert handling of aircraft observed in both New York and Washington investigations, which has been officially credited to inexperienced flight school students.
"Since the refitted 767s were able to carry both passengers and a fuel load, as shown in this photo, it is likely that the plane designated Flight 175 was in fact a refitted 767 tanker, disguised as a conventional commercial passenger plane.
"As shown in this photo of a 767 being serviced, the FTS unit, when in position, would be small and unobtrusive enough to be fairly innocuous (at least to casual observers, such as passengers). The smallest circle indicates the size and position of the anomaly depicted in the photos of Flight 175. The larger circle, which is the size of the engine housing, shows the size of the anomaly in relation to the engine. Note the size and position of the open hatches on the engine housing, which would tend to discredit the widely held theory that the anomaly is an open hatch or cargo door.
"As the . . . diagram shows, all flights involved in the events traveled very near many military installations, and appear to have traveled in a manner suggesting guidance and possible transfer of the control of the planes among the bases.
"Since the evidence from the World Trade Center site was quickly removed, there is little concrete evidence of the involvement of Dov Zakheim, who has since left his position at the Pentagon. However, the proximity of Eglin AFB to MacDill AFB in Florida and Dov Zakheim's work via SPC contracts and the Pentagon leasing agreement on both of these installations, combined with SPC's access to World Trade Center structural and security information from their Tridata investigation in 1993, is highly suspicious. Considering his access to Boeing 767 tankers, remote control flight systems, and his published views in the PNAC document, it seems very likely he is in fact a key figure in the alleged terrorist attacks in New York City on September 11, 2001."
[1] "I know Dr. Zakheim has been trying to hire CPAs because the financial systems of the department are so snarled up that we can't account for some $2.6 TRILLION in transactions that exist..."
-Secretary of Defense Donald H. Rumsfeld, during testimony before the House Appropriations Committee: Fiscal Year 2002 Defense Budget Request, as given by Secy. Rumsfeld, Chairman of the Joint Chiefs of Staff General Hugh Shelton, and Comptroller Dov Zakheim; on Monday, July 16, 2001.
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DOV ZAKHEIM A brief resume'
Graduate of the prestigious London School of Economics (PhD), and the University of Oxford (National Science Foundation Graduate Fellow)
Former CEO of Systems Planning Corporation, a highly specialized defense technology company that manufactures a one-of-a-kind remote-piloting system for aircraft, including commercial airliners
Senior Fellow for Asian Studies of the Council on Foreign Relations (CFR)
Member of the Task Force on Defense Reform (appointed by Secretary of Defense Cohen)
Senior Advisor at the Center for International and Strategic Studies
Former Under Secretary of Defense (appointed by George W. Bush)
Comptroller of the Pentagon
Pioneer and prime architect of Project for the New American Century (PNAC), the neo-con cabal that authored Rearming America's Defenses (RAD), the bible for American global domination
Author of "Flight Of The Lavi: Inside A US-Israeli Crisis" (Brassey's, 1996)
Long-time Bush associate, having served as a policy advisor to the governor during the 2000 campaign
Columnist for The Jerusalem Post
Editorial Board member of Israel Affairs
Ordained Rabbi
Citizen of the State of Israel - How a citizen of Israel can serve as Comptroller of America's central defense establishment is a question I shall leave to others for comment. While they ponder this perturbing oddity, perhaps they could also shed light on why every one of the following kingpins of the Bush administration are also Israeli citizens: Paul Wolfowitz, Richard Perle, Douglas Feith, Michael Chertoff, Elliot Abrams, Donald Kagan, Richard Haas, Kenneth Adelman, Edward Luttwak, Robert Satloff, David Frum, David Wurmser, Steve Goldsmith, Phillip Zelikow, and Marc Grossman.
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9/11 was an inside job. Our nation is in peril.
The perpetrators are in positions of power.
Demand a new investigation.
Stand up. Be counted.
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