Dead Men Fly No Planes

George Orwell, the writer of Nineteen Eighty-Four, once said: “He who controls the past controls the future, and he who controls the present controls the past.”

By George, what we learn from history is that we learn nothing and that is why the future seems bleak. And unless the masses open their wide shut eyes, the mainstream mass media’s Venetian masks will continue to hypnotise the public’s collective mind using ‘breaking news’ and ‘latest updates’ as programming tools. The powerless Wizard of Oz can easily be unmasked if you switch off that giant idiot-box in your living room that was invented to break humanity down through ‘entertainment’.

Egypt Air flight 990

Nau do giarah (9, 2, 11), an idiom of Urdu language, is used when a person absconds after committing a crime and leaves the scene without a trace. While America’s murderous 9/11 (nau do giarah) was still in the planning stage, a test run was made to prepare the public to absorb the sinister suggestion of Muslim pilots being suicidal religious extremists.

Egypt Air’s flight 990, a Boeing 767 crashed on 31 October 1999. The so-called ‘findings’ pointed out that “the co-pilot pushed the aircraft into a dive while reciting Allah’s name. He then shut down both engines while the captain was in the toilet. When the captain returned they both struggled by applying opposing forces to the control column and which broke the elevator section.”

It needs to be clarified that even a non-practising Muslim, during the last moments will remember Allah often. A Christian would perhaps remember Jesus; a Hindu would chant the names of various gods and goddesses and so on. Hence, the utterance of the Egyptian co-pilot need not be considered abnormal.

Of particular importance to students of the occult will be the fact that the crash occurred on Halloween, a pagan devil-worshipping event now celebrated globally. The flight’s number (99), the date (31) and the year (1999) possess an occult significance, just as the dates for the atomic attacks of 6 and 9 August 1945 on also Japan do. I encourage you to explore these dark matters on your own since it is beyond the scope of this article.

During the course of the investigation it was revealed that 30 Egyptian military officers were also on board. This annoyed the Egyptian government of Hosni Mubarak that wanted to keep a lid on this fact. Newspapers in Cairo were prevented by censors from reporting the officers' presence on the flight.

The cockpit voice recorder recorded the First Officer repeating "I rely on God" eleven times while the Captain asked repeatedly "What is this?"

If the suicidal co-pilot had glued himself to the controls, no captain would just sit there asking “what is this?” Since other Egyptian crew members were also aboard, how is it that they did not aid or were not asked to help by the captain? Is it conceivable that this “I-rely-on-God/what-is-this?” routine was repeated eleven times like a take of comedy movie?

Two weeks after the crash, the NTSB proposed declaring the crash a criminal event and handing the investigation over to the FBI. Egyptian government officials protested, and Omar Suleiman, head of Egyptian intelligence, travelled to Washington to join the investigation.

Instead of the intelligence chief, the head of the Egyptian civil aviation should have gone to Washington. Recall how General Mehmud Ahmed (the Director General of ISI) was in USA when 9/11 happened. And recall how Rudolph Giuliani (mayor of New York City during 9/11) and Israel’s Finance Minister Benjamin Netanyahu just happened to be in London for an ‘economic conference’ organised by TASE (Tel Aviv Stock Exchange) when the 7 July attacks happened.

In February 2000, an Egypt Air 767 Captain, Hamdi Hanafi Taha, sought political asylum in London after landing his aircraft there. In his statement to British authorities, he claimed to have knowledge of the circumstances behind the crash of Flight 990. He is reported to have said that he wanted to "stop all lies about the disaster," and to put much of the blame on Egypt Air management.

Capt. Taha was threatened with suspension if he did not report back to Egypt for duty. What was he attempting to say: that the Egyptian government, the recipient of massive American military aid, was somehow involved in a sinister plan to get rid of some ‘liabilities’?

U.S. sources say Capt. Taha told FBI agents that he heard second-hand reports about a meeting between Batouti and senior Egypt Air pilots in New York a day or two before the crash. According to Capt. Taha, the senior pilots told Batouti that Egypt Air was fed up with his shenanigans, which included complaints of sexual harassment. The pilots informed Batouti that because of his antics, Flight 990 would be the last flight of his career.

Some investigators learned that he was supposedly reprimanded for inappropriate behaviour with female guests at the Hotel Pennsylvania, a New York City hotel often used by Egypt Air crews. The reprimand also included the removal of Gameel Al-Batouti's privilege of flying any flight to the United States." Hatem Roushdy, an Egypt Air official said to be responsible for the alleged reprimand, was a passenger on Flight 990.

NTSB sources say that while Capt. Taha, an alleged Islamic militant, has "credibility problems," American investigators believe that his story is a key piece of the puzzle. At the FBI's request, however, the NTSB is keeping secret the bureau's interviews with Taha. The Egyptians were so concerned about Taha's story that it insisted U.S. officials interview a senior Egypt Air pilot who could refute Taha's allegations. A transcript of that interview quotes Egypt Air Capt. Mohamed Badrawi denying any confrontation between himself, Batouti and an Egypt Air chief pilot in the days before the crash. A passenger on Flight 990, this chief pilot too died in the crash.

U.S. officials say Egyptian authorities obstructed efforts by American investigators to look into Batouti's lifestyle and to corroborate Taha's story. The Egyptians (and the American experts they hired to help discredit the NTSB's theory) insist the crash was caused by a still undetermined mechanical problem.

The NTSB and FBI sent officials to interview Capt. Taha, while Osama El-Baz, an advisor to Egyptian President Hosni Mubarak, said, "This pilot can't know anything about the plane; the chances that he has any information [about the crash of Flight 990] are very slim." Egypt Air officials also immediately dismissed Taha's claim. Taha's information was reportedly of little use to the investigators, and his application for asylum was turned down.

What if Capt. Taha did say more to the authorities? What if his British interrogators—after a wink from Hosni Mubarak—decided to discredit the information the captain provided? Politics is the art of the impossible, they say.

Capt. Taha's statements provide a possible motive for why al-Batouti may have deliberately crashed the plane. According to Taha, the officer had recently been demoted by an Egypt Air executive, who was on board the plane.

Pilots are mostly family-men, strong-willed leaders who possess nerves of steel and brave storms while flying. They might face demotions or failures during training or line-checks but they never contemplate crashing or killing innocent passengers.

Both the NTSB findings and that of the Egyptian Civil Authority painted contradictory pictures that indicated that the debris on the ground did not suggest mechanical failure occurring in the Boeing 767 and that supporting official lies seemed more important than the whole truth.

Whenever a manufacturer of an aircraft is blamed for a component failure, huge monetary penalties or design modifications are involved. No manufacturer or ground agency wants to get blamed or taken to task. What is the easiest way out? Blame the pilot who cannot return from the grave to tell the whole truth. This is not to say that pilots never make mistakes in the air. What needs to be condemned is the modus operandi of the investigating authorities.

Flight data showed that the flight controls were used to move the elevators in order to initiate and sustain the steep dive. The flight deviated from its assigned altitude of 33,000 feet (FL330) and dove to 16,000 feet over 44 seconds, then climbed to 24,000 and began a final dive, hitting the Atlantic Ocean about two and a half minutes after leaving FL330.

This data is absolutely unreal. The fact is that most airliners cruise between Mach 0.78 and 0.86. Mach 1 means 100% speed of sound and 0.86 represents 86%. Hence, Mach is the ratio of air speed to the local speed of sound at a certain altitude and is dependent upon ambient temperature, atmospheric pressure and density of the medium that sound passes through. In dry air at 20°C (68°F), the speed of sound is 343 metres per second (1,125 Ft/sec), 1,234 kilometres per hour, 767 mph, about a kilometre in three seconds or a mile in five seconds.

Now even if we assume that the Egyptian Boeing 767’s both engines were shut down and it fell like a stone from 33,000 Ft, the rate of acceleration would be 9.8 m/second square (at sea level). Hence with each doubling of time, the acceleration rate would double as well. For example, after one second, 9.8 m/s; after 2 seconds, 19.6 m/s; after 4 seconds, 39.2 m/s, until at 44 sec, 431.1 m/s.

After one second an object will travel a distance of 4.9m; after 2 sec, 19.6m; after 4 sec, 78.4m and at 44 sec it will reach 9,486m (31,115 Ft). Also, the Mach reached after 44 seconds will be far above the speed of sound. Egypt Air’s structure should have failed completely due to extreme stresses on the airframe caused by nose-diving to exceed the speed of sound at such high altitudes. The data of the ‘findings’ just does not add up.

A commercial airliner cannot be made to lose 17,000 feet in 44 seconds because that will require an unheard rate of descent (ROD) of 23,182 feet per minute—a virtual vertical drop from which recovering to climb back to 24,000 feet would be another stunt fit for Superman! But then such is the unbelievable data that the investigators ensure the public digests without asking questions.

The Egyptian Civil Aviation’s 1665 page report refuted the report that took NTSB eighteen months to compile and in which it never mentioned the deliberate pushing down of the control column by the co-pilot but rather ruled it out.

The Egyptians cited many Boeing 757 incidents in which other airlines suffered elevator malfunctions. The ECAA believed the co-pilot was attempting to control the aircraft during an elevator malfunction and this could only be proven through the data recorded by American radars which the Americans refused to supply. The Egyptians also speculated that the ‘pilots might have taken evasive action to avoid collision with an unknown object’—they probably did not wish to say the ‘object’ might have been an American missile.

London's Sunday Times, quoting unnamed sources, speculated that co-pilot Al-Batouti (ex-Egyptian Air Force pilot) had been "traumatized by war," and was depressed because much of his fighter squadron colleagues in the 1973 war had been killed. Another theory proposes that the aircraft was passing through a military zone, without proper co-ordination, and suffered from electromagnetic interference.

Whatever the truth, only one body out of the 217 was ever recovered from the crash site while the agencies and the mainstream media blamed the pilots for the crash.

Korean Airlines flight KAL-007

This is the mother of all true crash stories and if this will not convince you that something was fishy aboard Malaysian Airlines’ NH370, nothing else will.

Romantically unrealistic image of air travel

On 01 September 1983, a Boeing 747 of the Korean Airlines’, flight KAL-007 , was shot down over the Sea of Japan by Russian fighters as it entered Russian prohibited airspace. All 239 aboard died.

Whenever restricted (R) or danger (D) airspaces are active along the route to be flown, the pilots are always notified. These areas are geographically defined and clearly depicted on Avigation charts. 

There was a heightened alert in the area the Boeing flew over that fateful day because the Soviets had scheduled a missile test. Not to be left in the dark, US Air Force RC-135 reconnaissance aircrafts were also flying in the same area. When the Korean airliner went off-course by hundreds of miles, the Russians shot it down and accused the Koreans of spying, testing their defence preparedness and provoking a war.

Lawrence of America

Just as an American ambassador, Arnold L. Raphel, was aboard General Zia-ul-Haq’s C-130 aircraft that crashed and killed everyone on 17 August 1988, a very important person, a US congressman by the name of Lawrence Patton McDonald was aboard the fateful KAL-007. He was a fierce opponent of both Communism and the Rockefeller-sponsored global government and, as General Patton’s cousin, was considering running for the American Presidency.

The International Committee for the Rescue of KAL 007 Survivors, a group made up of some families of the victims believe that McDonald and others aboard Flight 007 survived the shoot-down. The committee corroborates this theory with claims that Soviet military communication and black box transcripts show a post-missile detonation flight path at 5,000 metres (16,000 Ft) for almost five minutes. After the stricken aircraft was over the Tatar straits and within Soviet territorial waters, it began a slow spiral descent.

Six hours after the plane was downed, the South Korean government issued an announcement that the plane had merely been forced to land abruptly by the Soviets, and that all passengers and crew were safe.

The Soviets did not acknowledge shooting down the aircraft until September 6. Eight days after the shooting down, Marshal of the Soviet Union and Chief of General Staff, Nikolai Ogarkov, denied knowledge of where KAL 007 had gone down: "We could not give the precise answer about the spot where it [KAL 007] fell because we ourselves did not know the spot in the first place."

The Soviet Union refused to allow other countries to search their area. Nothing was found by the joint U.S.–Japanese–South Korean search and rescue-salvage operations in international waters at the designated crash site or within the 225 square nautical-mile (770 km2) search areas. Oddly, the civilian divers found only some shoes but no suitcases or parts of the 269 bodies underwater because during the past two weeks the Soviet Military divers and trawls had been hard ‘at work’.

Selling 'sex'  instead of safety

The US government quickly released a substantial amount of highly classified intelligence information and condemned the Soviet actions. The Soviet news agency, TASS, initially acknowledged intercepting an “aircraft that hand no blinking lights and did not respond to the interceptors’ warnings”.

On September 5, 1983, U.S. President Ronald Reagan condemned the shooting down of the airplane as the "Korean airline massacre", a "crime against humanity [that] must never be forgotten" and an "act of barbarism... [and] inhuman brutality".

The US ambassador to the UN made an audio-visual presentation to discredit the Soviets who in turn challenged some American ‘facts’ and also mentioned flight KAL-007’s path being crossed by US Air Force reconnaissance RC-135 airplanes in the area. It was a war of words and ideologies in which both sides presented ‘solid proofs’ against one other while the sharks tore apart the victims’ bodies in the sea.

President Ronald ‘Ronnie’ Reagan then ordered the FAA to revoke Aeroflot’s license which prevented the Soviets from flying into or out of America; this economic sanction lasted for three years.

An emergency session of ICAO was held in which the Soviets used their veto power to block a UN resolution that condemned their shooting down of the KL-007 flight. The Soviets later regretted the shooting down of the flight but never apologised or paid compensation to the victims’ families. They preferred blaming the CIA for the “criminal provocative act”.

The transcripts and the flight data recorders were only handed over to the Americans after eight long years once the Soviet Union collapsed. Incredibly, the audio tapes of US Air Force radars were magically ‘erased’ or ‘destroyed within 30 hours of the incident’. Any evidence of wrong-doing surely would have bogged the American government down with lawsuits.

Sign outside Oak Ridge nuclear 'factory'

The loss of 269 lives brought about important changes in the aviation industry: military interceptors would not shoot unarmed civilian aircrafts, and quick and just compensation to benefit the victims’ families would be provided. Technological improvements came along that allowed radars to track aircrafts over greater distances, navigation accuracy and avionics improved, and free GPS for civilian use was approved.

Pakistan International Airlines PK-404

Every airline pilot knows that not reporting correct positions to the air traffic controllers is a serious offence. And if one overflies danger or prohibited areas of a country, its Air Force jets will intercept the flight, have it turn back, force it to land at the nearest suitable airport or shoot it down in case of continued violation. My article The Snow Will Melt deals with the mysterious disappearance of PK-404 of Pakistan international Airlines in 1988.

In Conclusion

Malaysian Airlines MH-370 registration 9M-MRO, the 404^th Boeing 777-2H6ER produced, manufacturer’s serial number 28420, but where is it? Having studied in detail the fates of the Egyptian and the Korean flights, it is perfectly natural for a reader to believe that the covert agencies of the superpowers are ‘at it’ again.

Countries arm themselves against each other and ‘representative’ governments do the same to protect themselves from civilians who they insist must be disarmed. The real ‘global terror’ is the people rejecting all the disinformation and media propaganda. Current cyber laws require the internet service providers (ISPs) to provide lists of websites that subscribers visit, just as librarians must also  monitor what ‘dangerous’ books are being borrowed. But no matter how many mountains of money are spent on spreading official lies, the public will always find out things on its own—a trend that truly worries the ‘system’.

So many wars were started on bogus pretexts in which millions of soldiers and civilians were brainwashed into thinking they were good while the other side was pure evil. The people want peace and life yet the ‘system’ encourages wars and death. Now that the entire world has been declared a terror stage, the audience is growing very tired and impatient. The Knights of the New World (dis)Order are unafraid of God but terrified of the ‘population bomb’.

The true pyramid of  Life

The technology to ‘take out’ dissenters is being tried around the globe. Hollywood movies continue to ‘programme’ us for what is already around the corner: killer drones programmed to automatically eliminate opponents of the ‘system’.

The patience of relatives of the passengers of all the ‘lost’ airplanes is commendable; their prayers will provide comfort to themselves and to the deceased. It would help if they placed all their trust in the Maker and addressed all grievances to Him alone. To the relatives, their missing loved ones will always matter more than anything on Earth. For now, we are all being told half-truths which are equivalent to lies.


©Tahir Gul Hasan 2014

Related stories:
Part-1 Malaysian MH370 - Too Many Cooks

Part-2 Malaysian MH370 - New Tricks, Old Game

Part-4 Boeing 777 - Rescue And Communications Equipment

Part-5 A Hole At The Bottom Of The Sea

Acknowledgement
Photographs of Egypt Air and Korean Air were taken from their websites and advertising campaigns.
The text in italics has been copied from various sources on the internet and at places edited for clarity only. I apologise for not being able to provide copyright information in each and every image.