Modern airliners cannot disappear. They can’t be hijacked or stolen, not without the full involvement of a SOCOM or Special Operations Command with the ability to control news reporting, suppress not just radar but sensor data, so much data that only a very few have a remote idea of how outlandish this story is.
We have already heard, first hand, how the plane tracks itself in ways that can’t be turned off. Thus, we know the team at Rolls Royce can tell us within 30 yards of where the engines were first turned off yet they have never said a word.
On March 13, 2014 Veterans Today said they could prove Malaysian Airlines Flight 370 was “on the ground.” The mainstream media had sighted wreckage but families were calling passengers on the “downed jet” and those phones were ringing, an impossibility.
We are now certain that we are dealing with a “black op” at the highest level. This fact alone surprises no one. The more important issue is the ramifications of accepting this inexorable fact.
Today, nobody doubts flight 370’s globetrotting ordeal. However, the real story is so big it can and will never be told though, as with similar mysteries such as 9/11, we can expect an implausible fairy tale to emerge and receive official recognition. Only the dead will know the truth.
The following excerpt is from a retired US Air Force Colonel who currently flies the Boeing 777/200 for a major airline:
“Just a quick update with what I know about the Malaysia 777 disappearance. The Boeing 777 is the airplane that I fly. It is a great, safe airplane to fly. It has, for the most part, triple redundancy in most of its systems, so if one complete system breaks (not just parts of a system), there are usually 2 more to carry the load. It’s also designed to be easy to employ so 3rd world pilots can successfully fly it. Sometimes, even that doesn’t work…
There’s many ways to fly the 777 and there are safety layers and redundancies built into the airplane now to Malaysia. There are so many communication systems on the airplane: 3 VHF radios, 2 SatCom systems, 2 HF radio systems, plus Transponders and active, ‘real time’ monitoring through CPDLC (Controller to Pilot Data Link Clearance) and ADS B (Air Data Service) through the SatCom systems and ACARS (Aircraft Communications Addressing and Reporting System) thru the VHF, HF and SatCom systems.
The air traffic controllers can tell where we are, speed, altitude, etc. as well as what our computers and flight guidance system has set into our control panels. Big Brother for sure! However, most of these things can be turned off.”
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But, there are a few systems that can’t be turned off and one is the engine monitoring systems. The Malaysia airplane, like our 777-200’s, uses Rolls Royce Trent Engines (as a piece of trivia….Rolls Royce names their motors after rivers….because they always keep on running!) Rolls Royce leases these motors to us and they monitor them all the time they are running.
In fact, a few years back, one of our 777’s developed a slow oil leak due and partial equipment failure. It wasn’t bad enough to set off the airplane’s alerting system, but RR was looking at it on their computers. They are in England, they contact our dispatch in (REDACTED), Dispatch sends a message to the crew via SatCom in the North Pacific, telling them that RR wants them to closely monitor oil pressure and temp on the left engine.
The crew did all of that and landed uneventfully, but after landing and during the taxi in, the left engine shut itself down using it’s redundant, computerized operating system that has a logic tree that will not allow it to be shut down if the airplane is in the air…only on the ground. Pretty good tech. Anyway, the point was that RR monitors those engines 100% of the time they are operating. And don’t EVER get in an Airbus!!”
This system was monitored for at least 5 hours after the plane was initially reported as crashed, a reporting error that was not accidental. In order to look at this story, you have to answer the right questions. Sometimes the right questions aren’t the best questions; they are just the only ones you can answer.
The “mystery” of flight 370 subjected to the analytical tools of intelligence professionals proves the existence of a multi-national, super-governmental conspiracy. This is a broad statement, seemingly even a wild assumption. It is not.
The “370 incident” provides foundation for understanding not just 9/11 but the interlocking mosaic of staged revolutions, economic collapses, theatrical mass killings and the systematic brain-washing of generations.
You see, “disappearing” an airliner today is beyond impossible, beyond any magic trick. When the impossible is accomplished once, accepting it has been done before; that it is done continually is no longer conjecture.
Normally, crimes include three components, “means, motive and opportunity.” We will never know why 370 was taken, why the passengers and crew were killed. Anyone who knows and who would speak of it would be as dead as those on the plane. What we have to accept is that there are questions that the answers to are simply unimaginable.
We have to deal with what we know and what that means. We know that an airliner was taken, flown thousands of miles. We have surmised that the plane was landed on Diego Garcia, the bodies removed and disposed. As for what cargo was removed, asking is futile.
It certainly wasn’t “lithium ion” batteries as being reported today, not hardly.......
I accept this as proof that a British intelligence agency is very much a part of the fate of flight 370. This is now “a given.” Four nations have the capability of tracking Malayan Airlines Flight 370. In fact, disabling the planes communications is an impossibility.
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TRACKING THE UNTRACKABLE
Everything on this planet is subject to what is called “Layered ISR.” ISR stands for Intelligence, Surveillance and Reconnaissance. By “layered” we refer to satellites, starting with geosynchronous orbit down to LEO, or “Low Earth Orbit.”
These satellites monitor the entire electromagnetic spectrum and include SAR (Synthetic Aperture Capability). Everything that moves, on land or sea, under the sea, even underground, is watched and listened to.
Below this are nano-sensors that are sustained in the upper atmosphere. I won’t even begin to explain what these do but their function is “hyperspatial” rather than “hyperspectral.”When we talk “hyperspatial” we make physicists cringe.
Everything below this is watched, monitored or sensed. You have to realize that we don’t really need radar. Our entire atmosphere is an electromagnetic soup, a “sea” as it were of Wi-Fi signals, AM radio, particle emissions, a million sources, all reflected, slowed, absorbed or amplified, painting a very complete picture of anything that moves. All is sensed, recorded, examined by complex algorithms for anomalous behaviors that represent “threats.”
Planes don’t disappear; a gnat has trouble “disappearing.”
Immediately after the plane “disappeared,” a working team was put together headed by Lt. Colonel Stephen Avery, former USAF SOCOM pilot and retired security chief for a major airline. Aiding Steve heading up the inquiry is former Supervising Special Agent Frederick Coward (ret) who headed FBI operations for Asia.
Coordinating the team with active intelligence agencies, “official” and, by far the more effective private resources of Adamus Defense Group, was Operation Chief Colonel James Hanke, former G2 of Third Army, a retired Special Forces intelligence officer.
What we found was astounding. To put this in context, we looked back at 9/11 when CNN, at the scene of the Pentagon “whatever” was unable to find any proof an airplane had been there at all. See.
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PRELIMINARY FINDINGS
Our preliminary findings:
- An official cover-up began as soon as the plane went off course. All subsequent reporting was part of a conspiracy. The location of the plane for the 5 or more hours after it “crashed” was known, its speed, its altitude, and more.
- If any of the multiple systems on the plane that could be turned off were turned off that, in itself, would have yielded data. Which system was turned off first? How long between turning off systems? Where was the plane when the systems were turned off?
- Why didn’t ground controllers attempt to contact the plane when systems were turned off, particularly when we now know for certain that other systems were on and it was now known that the plane was in flight?
- A real investigation would outline what was known, who knew it, when they knew it and why they failed to behave in a manner consistent with procedure, consistent with common sense and inconsistent with criminal complicity in a major act of terrorism.
This last list includes hundreds of people in dozens of nations. The crime they can now be investigated for involves the disappearance and assumed murder of hundreds of people.
Why does no one seem to care?
Gordon Duff is a Marine combat veteran of the Vietnam War that has worked on veterans and POW issues for decades and consulted with governments challenged by security issues. He’s a senior editor and chairman of the board of Veterans Today, especially for the online magazine “New Eastern Outlook”.
http://www.veteranstoday.com/2014/03/23/neo-flight-370-another-us-conspiracy/
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