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Sen. Paul Wellstone: More Proof of Assassination

by Jim Fetzer (with Dennis Cimino)

 

The day of the crash, a Friday, I was being interviewed in my office at the University of Minnesota Duluth about the death of JFK by a reporter for a weekly alternative newspaper in Duluth, THE RIPSAW. We listened to intermittent reports about the tragedy, including that emergency workers had not had access to the plane, which was still burning hours after the crash. This led me to ask myself, “So how do they actually know that he is dead?” When we ended our conversation several hours later, he remarked that the contents of the “black box” should be important. I told him there wouldn’t be one.

I would compose ten columns for another alternative paper, READER WEEKLY, which are archived on assassinationscience.com, co-author a book about his death with a Native American scholar from Northern Arizona University, Don “Four Arrows” Jacobs, AMERICAN ASSASSINATION (2004), and fly from Australia to Minnesota a close friend and collaborator on JFK research, especially in relation to the Zapruder film,  John P. Costella, Ph.D., a physicist with electromagnetism as his area of specialization, where he and I would explore the crash site together in the dead of winter, picking up pieces of the charred wreckage in 35*F below weather.

Suspicious Early Reports

News reports that evening emphasized the weather, including snow and freezing rain–which some of us thought was a bit odd, since the weather had seemed no better or worse than usual for this time of year. The next day, Carol Carmody, the head of the NTSB team investigating the crash, would report that the FBI had advised her that there were “no indications of terrorist activity”. I thought that was also odd: since the NTSB had yet to determine the cause of the crash, how could the FBI possibly already know? Surely you cannot know that there was no terrorist involvement when you do not yet even know the cause of the crash.

John Costella and me near crash site

The NTSB would spend a day and a half searching for the black box, which, it would later conclude, had never been on the plane. Reports were circulating that the cause of the crash might never be known. But the circumstances of the death of the most out-spoken progressive in the United States Senate, only ten days before an election, whose outcome would determine the control of the Senate, was troubling to many Minnesotans. A survey that evening by THE ST. PAUL PIONEER PRESS would show that 69% of the respondents thought his death was the result of “a GOP conspiracy.”

Others shared those sentiments. Michael I. Niman, a professor from Buffalo State College, would soon publish a column raising the possibility that Senator Wellstone had been murdered. Christopher Bollyn, of americanfreepress.com, observed that the FBI had arrived on the scene from the Twin Cities surprisingly fast, seemingly too fast in relation to what might have been expected. Using very minimal times, I would later calculate that, for its “rapid response team” to have arrived at the scene by noon, it would have had to have left St. Paul around 9:30 that morning, about the same time that the Senator’s plane was departing for Eveleth-Virginia–which would be an extraordinary feat of prognostication.

The Political Context

Niman was clearly right about the political motives of the White House for taking him out; the question was whether it was reasonable to suppose it might go that far. In this context, a report from Michael Ruppert, fromthewilderness.com, was especially disturbing, when he explained that he had been contacted by a former CIA operative familiar with the conduct of assassinations, who told him it had been a hit and “having played ball (and still playing, in some respects) with this current crop of reinvigorated old white men, these clowns are nobody to screw around with. There will be a few more strategic accidents. You can be sure of that.”

Carol Carmody and the FBI on the scene

If this meant the possibility of assasssination could not be discounted, none of these circumstances, suspicious though they were, established what had or had not happened to Paul Wellstone. But local pilots and other experts were perplexed. Some observed that a King Air A-100 simply does not go down, even in snow or freezing rain, which were exaggerations of the state of the weather to begin with. Others speculated “something unexpected must have happened” to cause the plan to crash during an ordinary approach, possibly by something like impacting with a gaggle of geese or tossing a propeller into the fuselage.

Most significantly, there had been no call of distress. No goose parts or feathers were ever found and the propellers were still attached to the engines. According to an independent study conducted for the NTSB, they had been set to idle at impact. But engineers have explained to me that props continue to turn even after a loss of power from the pressure of air currents in the atmosphere.

The Pilots were Qualified

The King Air A-100

The pilots soon became the focus of attention, where stories emanating from the NTSB suggested that they might have been at fault. The principal pilot, Richard Conry, however, had 5,200 hours of flight experience and the highest possible civilian rating short of astronaut as an Air Transport Pilot. He had even passed his FAA “flight check” just two days prior to the fatal flight. By the government’s own standards, Richard Conry was highly qualified to fly a King Air A-100.

Another oddity about the early reports is that they excluded information about the pilots, reporting only that there were two other crash victims apart from the Senator, his wife, his daughter, and three aides. If you thought about it, the two who were unidentified had to be the pilots. The co-pilot, Michael Guess, although not as highly qualified as Conry, was also instrument qualified, which meant that the probability of pilot error had to be substantially less than if only one pilot had been involved. Nevertheless, when the NTSB would release its report more than a year later, it would conclude that the crash had been caused by “pilot error”.

Capt. Richard Conry, Pilot

In the meanwhile, I began authoring columns about the crash for READER WEEKLY, another alternative newspaper in Duluth. What had struck me about the crash was the apparent cessation of communication commensurate with the loss of control, an event that had happened shortly before the crash, which took place about 10:20 AM. The possible causes I considered were a small bomb, a gas canister, or some type of high-tech weapon in the RF (radio frequency) or EMP (electromagnetic pulse) family. One advantage of such weapons is that the public generally does not know they exist.

 

 

The Cell Phone Anomaly

I received email about the crash from many sources, including two photographs from Steve Filipovitch, a pilot himself, who had been on the ground roughly 10 miles from the airport about 25 minutes before the crash. He described the weather as pleasant with visibility about 3 miles with a 500-1000 foot ceiling. There was no ground wind. He said that “experienced pilot(s) could handle these conditions very easily”. He sent along two photographs he had taken, time stamped, “9:57 AM” and “9:58 AM”. Other planes had landed at the airport earlier that morning with no difficulties. And the NTSB would eventually clear both the weather and the plane.

Equally striking was an email I received from John Ongaro, who works for the City of Duluth. Ongaro had been traveling to the same funeral that the Senator was flying in to attend and was only a few miles from the airport on Highway 53 when he received an odd cell phone call. “When I answered it, it sounded like a cross between a roar and a loud humming noise.” The sound seemed to be oscillating. He asked if I thought it might be related to my EMP hypothesis, so I asked him if he could check his cell phone records. They confirmed the call had come at 10:18 AM.

Ongaro has now told me that there is a “dead zone” for cell reception in that area. But contact was made as the records show. And, an expert on electromagnetism, John Costella, Ph.D., has informed me that strong interference such as he experienced indicates that there was a high level of electromagnetic radiation in the area at the time. The humming and oscillating indicate that the source was man-made and coherent. Given there are no obvious sources of high-level radiation in the area, he believes electromagnetic jamming or weaponry are very plausible explanations.

The Bluish-White Smoke

Gary Ulman, the Eveleth-Virginia Airport manager, had been present when the plane clicked on the airport lights to indicate it was coming in for a landing. It was about 30 minutes after its approximate time of arrival at 10:20 AM that a possible crash warning alarm sounded. He took off immediately, looking for the crash, which he located about 2 miles southeast of the airport in a densely wooded, swampy area. The smoke from the crash was bluish-white in color and indicative of an electrical fire, rather than coarsely black in color and indicative of a kerosene-fuel-based fire.

The bluish-white smoke at the crash scene

This lends further weight to the hypothesis of an electromagnetic attack, which can overload and literally fry the electronic components in an aircraft, in exactly the same way that microwaves heat a meal or a bolt of lightning can cook a tree. (Microwaves are simply electronic waves that are higher in frequency than radio waves.) And local residents reported that they had found their garage doors open that day, even though they had not opened them, which, like the cell phone anomaly, appears to have been another “spill over” effect of the use of a high-tech weapon.

In a King Air A-100, it can take out the CDI (course deviation indicator) that the pilot uses to head the plane toward a homing signal, its landing gear (which could still be lowered manually), its stall warning system, deicing mechanism, and fuel heating process. Even without these systems, the plane might still be flown, with or without power. However, if the radiation is strong enough to disable the pilots–think of sitting inside a microwave oven!–they could be rendered unconscious, incapable of voluntary muscle control, or even dead. The plane would simply continue to descend, effectively pilot-less.

The NTSB Report

According to the NTSB’s final report, the crash occurred because the pilots lost track of their airspeed and altitude and simply allowed the plane to crash. The NTSB even accused Conry and Guess of gross incompetence. “One of them should have been monitoring the instruments,” said Bill Bramble, a human performance investigator for the NTSB. This assumes the pilots were not incapacitated. NTSB board member Richard Healing pointed out that the report did not say how the pilots missed these red flags or why they failed to make adjustments. “We don’t know why,” Healing acknowledged. “It’s quite speculative.”

Its conclusion was especially disturbing insofar as the NTSB’s own simulations, which included flying a plane at abnormally slow speeds, had been unable to bring it down. That by itself should have forced consideration of other possible causes, including sabotage. But exploring non-accident alternatives appears to have been precluded by policies that require the Attorney General to declare a crash site “a crime scene” before it can be investigated as the scene of a crime. Indeed, it might come as some surprise that NTSB reports are not even allowed as evidence in courts of law. They appear to have no legal standing.

"The temperature on the ground was pleasant with my estimation of visibility was 3 miles with a 500 to 1000 (foot) ceiling. There was no ground wind. Experienced pilot(s) could handle these conditions very easily."

If the only alternatives under consideration were that the plane, the pilots, or the weather were to blame, then one would lean toward blaming the pilots. The plane is the “Rolls-Royce” of small aircraft and the weather was no problem. But the NTSB’s own evidence contradicts its findings. The location and position of the aircraft show the plane was on a path opposite to that of a runway approach. That could have happened in more ways than one if the pilot’s had lost control.

The Pilots as Patsies

The NTSB concluded that the pilots had allowed the plane to stall. But the A-100 is equipped with a stall warning alarm that makes a very loud sound when the plane is at risk of stalling, which would only be ignored if the pilots were incapacitated. The NTSB conducted its studies using a simulator with a weaker engine than the A-100, using pilots from the same charter service, and duplicating its flight path.

Even when the plane was slowed to abnormally low speeds, the pilots were able to power-up and regain control. They were unable to bring the plane down. The NTSB’s conclusion might still have been implausible if they had only been able to replicate the crash using such very highly improbable scenarios. That they could not replicate it at all is damning. The NTSB’s evidence contradicts its findings.

Keeping track of a plane’s altitude and flight speed are the most basic elements in the flight of any aircraft. It is insufficient for the NTSB to conclude that two experienced and competent pilots simply failed to monitor them, especially given such planes only require one pilot. And it is difficult to imagine why, if something unexpected happened, the co-pilot would not have sent a distress call, especially when they were over a wooded and swampy area, where a rapid response could make the difference between life and death. They were carrying six passengers, including a United States Senator.

Problems with the NTSB

Were the pilots still conscious? If so, had they lost control of crucial systems? Why was there no distress call? Why did they not respond to the stall alarm warning? And why did the plane crash in a direction opposite to that of the runway? These are the questions that should have formed the starting point for the NTSB’s inquiry. According to the official report, the plane was destroyed “by impact forces and a postcrash fire”. Hitting trees on its descent, the tail and wings separated from the fuselage.

The tail and wings separated from the plane

Most of the fuel is stored in the wings. Yet only the fuselage was destroyed by fire. The wings and tail section were not. Why not? It would seem impossible to know from the wreckage, especially when it had burned for seven hours, whether an in-flight fire had started or not. Some witnesses reported a flash of light while the plane was in the sky, testimony that was disregarded in the NTSB’s report. They were not allowed to comment at public hearings it never held. Moreover, the bluish-white smoke was consistent with an electrical fire, not with a fuel fire.

By its own account, the “airplane descended through the trees wings level and upright on about a 26° downward flight path angle on a ground track of about 180°.” This angle is too steep to suggest anything but a very serious dive, one not likely to result from a low altitude stall but from a plane completely out of control very abruptly or all of a sudden. This should have been important enough for the NTSB to emphasize. But it did not. The first responders on the scene were ordered not to take photos of the wreckage by the FBI. Even the AP photographer who has asked to remain anonymous had a very difficult time getting photos and was only allowed fifteen minutes at the crash site, something he said was “very, very unusual”.

An Alternative Explanation

You would think that more photographs would be better, since they would provide a more complete record. According to the NTSB, “The cockpit instrument panel was extensively damaged by postimpact fire.” But some of this damage might have been caused by a “preimpact” fire, which had been ignited by an electromagnetic hit. If this plane had been taken out by the use of an EMP-type weapon, then that would explain the loss of communication commensurate with loss of control. It would explain a preimpact fire. It would explain the blue smoke.

The fuselage and its contents were reduced to charcoal

It could explain why the plane was facing the wrong direction at impact. It could explain the severe angle of descent. It could explain the engines on idle. And if a cover up was being implemented to conceal the true cause of the crash, that would explain the early arrival of the FBI. It would explain the prohibition against photographs. It would explain the reversal of roles between the FBI and the NTSB. It would explain the inadequacy of this report to reflect the evidence.

Another line of argument supports this possibility. Every aircraft has its own “glide ratio” of how far it will remain in flight horizontally as it loses altitude in vertical descent when it suffers a loss of power. The plane was at 3,500′ above sea level when communications were last received. The altitude at impact was 1,350′, for a vertical difference of 2,150′. Assuming a glide ratio of 15:1 for the A-100, this plane could have been in a glide for the last six miles, with a loss of power as early as 10:18 AM.

Concealing the Cause

If an electromagnetic weapon had been used, its effects could well have been evident in the wreckage. These effects–including digital clocks, for example, that might have stopped at a time other than that of impact–would have to be obliterated and the surrounding area combed for incriminating evidence. As it happened, the fuselage burned for hours and hours while the FBI had control of the scene and before the NTSB team arrived. Quite a coincidence, especially when they arrived so promptly on the scene. The bodies, which might have displayed signs of electromagnetic exposure, were burned beyond recognition. And the FBI’s assistance in this case was not acknowledged in the NTSB’s report.

Sen. Wellstone Assassination (YouTube)

Scientific reasoning is a pattern of thinking things through that proceeds through stages of puzzlement, speculation, and adaptation, ending with tentative and fallible explanation. One hypothesis is preferable to another when the probability of the evidence, if the hypothesis were true, exceeds the probability of the evidence on its alternatives. The probability that two experienced pilots would simply ignore their air speed and altitude and allow their plane to crash—even ignoring the loud sound of the stall warning alarm—has to be miniscule. But the probability of the evidence outlined here—most of which the NTSB did not even consider, much less explain—would be substantial on the EMP hypothesis.

Indeed, In its new, 15-part documentary, “WELLSTONE: THEY KILLED HIM”, (YouTube), snowshoefilms includes testimony from witnesses who heard what sounded to them like shots in rapid succession. Rod Allen believes the sounds were coming from inside the plane. That would make sense if a directed-energy weapon had been blowing the plane’s computerized systems in sequence. So we have yet another indication that the plane was taken out by the use of a high-tech, directed energy weapon. And there are others as well, including the discovery of a hole in the atmosphere at the altitude where ice naturally forms.

How it was done

Dennis Ciminio, a pilot and expert on devices of this kind, has confirmed that the technology to take out the plane has been around for decades and that the intense fire—which burned the fuselage but not the wings, in which the plane’s fuel was stored—was almost certainly intended to destroy the evidence of how it was done. He has explained to me the most likely culprit here to put that kind of power directly onto the plane itself to cause such widespread mayhem would have been an electronically beam-steered-system, such as Raytheon’s BFL (Beam Forming Lens) equipped Army jamming system. That is especially plausible, since Raytheon owns Beechcraft, which makes the Air King A-100 and would know exactly how it could be taken down.

A Raytheon directed-energy weapon

Powerful systems, such as the SLQ-32(V), came into the fore in the early 1980s and then were also developed for the Army’s mobile use, the only significant differences being the Army systems did not require the roll stabilization of the antenna system, as did the ship-borne systems, and the threat library in the control computer would have been tailored for ground-based threats the Army would face and perhaps airborne threats threatening ground forces.

The SLQ-32(V) didn’t have to have a special “threat emitter” in it’s library to jam the computerized features of the plane. if the operator “hook designated” an emitter on the screen using the joystick on the bull-nose of the console, visible in that picture, he could then engage that emitter if it fell between the 7 to 17 ghz frequency range. The Army system most likely had similar frequency capability, but due to antenna size constraints, probably didn’t go too very far down into the lower ranges due to the size a BFL would have to be for those ranges. The core of these systems were BFLs: they were the part that worked all of the magic for precision beam collimation out in free space, onto the intended target.

Explaining the Effects

In any case, the technology already existed in the early 1980s to direct a spot beam of highly concentrated RF (radio frequency) energy on an aircraft or other moving target and maintain it for however long the target was still deemed to be potentially a threat. The cell phone anomaly experienced by John Ongaro and its warbling sound indicates that a tactical jammer was employed that day, which would fit the Raytheon Army battlefield system based on SLQ-32(V) technology.

Rodney heard the sound of gunshots from inside the plane

For the engines to “go quite”, as John Costella and I explain in “The NTSB Failed Wellstone”, means that fuel was suddenly cut off and caused the turbines to flame out. The props on idle–almost in Beta range–is also unexpected in an a situation in which the pilots would have wanted maximum torque and thrust to be provided to regain a positive rate of climb. Even the wing flaps, which are electrically actuated on that airplane, could have been impaired, where asymmetry issues would have caused serious problems, including the virtually immediate lost of control.

That cell phone means JAMMING with no ifs, ands or buts. The warbling sound is a jamming technique called WOBULATION applied to the radio frequency to capture the audio frequency controls in the target vehicle, post demodulation by the receiving system. Usually it is used to jam communications systems but it has other uses as well. In this instance, its use explains the absence of any distress call due to the loss of the capability for communication from the plane.

More than One Device

Rodney Allen watched the van high-tail it away

As “WELLSTONE: THEY KILLED HIM”, reports, a white van was observed departing the area at high speed at approximately the time the plane crashed. While a directed energy weapon of the kind that was probably used could not have fit into that relatively small space, it would not have been difficult to fit a jammer into a van, where its operation would have only required a few men.

The melted area at the altitude where ice forms, moreover, strongly suggests that the Wellstone plane was taken out using a satellite-mounted laser, which would have had the effect of melting the ice at that level. During one of my interviews before I had my current radio program, “The Real Deal”, I had an interview with Bob Bowman, who earned his Ph.D. in nuclear engineering at CalTech. An air ace of the Korean War with 101 enemy kills, Bob had served as the Scientific Director of the “Star Wars” program under Presidents Ford and Carter.

When I asked him about the militarization of space at the time, he was reticent and unwilling to address it. But within a few weeks, he was acknowledging that the “Star Wars” program had always been offensive and was only sold to the public as defensive to insure its funding. The militarization of space has gone on unimpeded ever since, where taking Wellstone out appears to have involved the use of at least two high-tech devices, one for jamming and the other to destroy the computerized components aboard the plane, which caused the “popping” sounds that witnesses mistook for gun shots.

Dennis has suggested that those “popping” sounds might also have been caused by fuel arriving at the fuel combustion chambers of the PT6 turbines intermittently and, as the residual heat in the combustion chambers of these engines periodically ignited small amounts of fuel arriving from restricted fuel lines, those popping noises may have been produced within the engine combustors.  On this alternative scenario, the EMP attack against the plane results in both props shifting to their FEATHER position via their solenoid controls, while both engines are at a very high torque setting. He believes that the torsional shock of the engines on the mounts could possibly have made them twist violently in a manner that could have jerked their fuel lines from the bulkhead of each nacelle, rendering them with little if any fuel (hence the popping in the combustion section and annunciated by the exhaust stacks).

Why He was Taken Out

Seymour Hirsch disclosed recently that Vice President Cheney was running “an executive assassination ring” from his office in the White House, where Wellstone appears to have been one of his targets. When we apply scientific reasoning to cases like this one, we discover that the truth may not be what the papers print or what our government tells us about them. The motivation to take him out must have been overwhelming. He was pulling away from St. Paul Mayor Norm Coleman, the hand picked candidate of Karl Rove. He was defying the odds and threatening the vaunted Bush machine.

By October 25, 2002, Wellstone’s lead over Coleman had grown to 6 or 7 points and was increasing. He had told others that Vice President Dick Cheney had warned him against opposing the administration on Iraq and that the Bush administration will do whatever is necessary to get you. There will be severe ramifications for you and the state of Minnesota. When he did, his popularity soared. Under these conditions, it does not seem especially difficult to imagine the following conversation:

Cheney was running an "executive assassination ring"

Use a small bomb. Detonate it by remote control or a pressurized device. Better yet, use that new EMP thing. No one will ever think of that. Make sure you get the feds there right away to clean up the scene and secure incriminating evidence. Send someone unqualified to head up the NTSB. It has worked before. It can work again.

The situation was serious. To the White House, this guy was a menace. He might have filibustered the Homeland Security Act. He opposed them on tax cuts, the SEC, and the war on Iraq. He wanted to investigate 9/11! In the Senate, he had become an obstacle to the exercise of power. Are there any conceivable ramifications that could have been more severe than assassinating the Senate’s most liberal member?

Proof of assassination is not proof of conspiracy. But the existence of a cover up is a powerful indication of complicity in a crime. If the motive and the opportunity are evident, it may be worth observing that Raytheon not only owns Beechcraft, which manufactures the A-100, but also makes high-tech weapons of the kind that could have been used to take it down. Which means that this knowledge was accessible to the administration. Karl Rove, Dick Cheney, and Donald Rumsfeld may not have executed this hit personally, but they were in the position to make it happen. It has taken 40 years to unlock the cover up in the case of JFK. Surely we can do better for Paul Wellstone.


YouTube - Veterans Today -The Sen. Wellstone Assassination


Jim Fetzer, a former Marine Corps officer, has conducted extensive research on the plane crash that took the life of Sen. Paul Wellstone, much of which is archived on his public issues web site at http://assassinationscience.com

Dennis Cimino, who has extensive engineering and support experience with military electronics, predominantly US Navy Combat Systems, was the Navy’s top EMI troubleshooter before he went to work for Raytheon in the 1980s.

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18 Comments for “Sen. Paul Wellstone: More Proof of Assassination”

  1. A few things that I can add to this with personal experience. In 1978 just after receiving my private pilots license I decided to take a flight from the Wilmington, De airport to Williamsburg, VA. As I was flying at 9000 feet which was the altitude I needed to be able to glide over the Chesapeake Bay in the event of a engine failure I suddenly felt a sudden boom to the airplane and all my controls locked up. I was flying VFR but suddenly my autopilot was active and took total control of the airplane. I could not turn the yoke left or right, up or down, the altimeter was frozen and had fallen off its two spindles and the compass was spinning in circles. I had to use the rudders to turn and the power for altitude. Having the ocean on the left and the bay on the right and below. For some reason I never panicked but started doing 360 degree turns to lose altitude and spotted a runway between the bay and the ocean as I did my turns, I don’t remember the name but it is where all the wild horses are on the peninsula. I did land on that airstrip and as soon as I got within 50 feet above the ground the autopilot went off and my controls worked again. The mechanic at the airport could find nothing wrong with the plane and when I flew it back to Wilmington the FBO’s mechanic and the government inspector found nothing wrong either, they chalked it up to hitting an air pocket that jolted the plane. A few days later my former instructor called me up to tell me that he had traced my route and exactly where the incident occurred the military had put out a notam about weapons testing in the area and for pilots to be on notice. I believe by what happened to the compass that I was hit by some sort of energy burst that took over my controls or made them malfunction.
    I listened to Professor Fetzer’s show regarding Wellstone and I believe the truck that was spotted was putting out a high power VOR signal 108.2 MHZ which led the plane off course, overpowering the actual VOR and also was jamming the tower at 122.7 MHz. If you add the second harmonic of the vor with the tower frequency you get 339.1 and many garage doors operate at 340 MHz, garage doors don’t have a very selective front end so it just needs to be close. If they got hit by what I got hit by then the controls were locked up and that is why the plane was seen in a slip (crab I think you called it) the pilot was trying to steer with the rudders. Unfortunately for them a twin is very hard to control in these situations and luckily I was in a single engine piper cherokee.

  2. Thanks for the excellent article. It is VERY sad that so much evil exists in this world in the highest echelons of gov’t. It almost seems necessary that one must be a psychopath (sociopath–I forget the distinction), to occupy a high office in this country. I’m not cynical, but this is what I think.

    Now if we did NOT have a corporate controlled mainstream media, the truth could get out on these topics. Unfortunately, most Americans are too busy with trivia–who’s going to win the next big sport game, who’s going to win American idol, if they will win the lottery soon, etc. It’s very sad how we’ve been so horribly dumbed down by bad food, bad tv, bad media and so forth.

    This doesn’t mean we should stop trying to change the world.

  3. Well, you submit so many pointless posts that I have grown weary of bothering with them. This is an expanded version of an earlier summary of mine, which has new information from my collaboration with Dennis and includes photographs and other points not included in the statement I made at The National Press Club on 25 October 2004, when we announced the publication of AMERICAN ASSASSINATION (2004). That you find something to complain about by my bringing this story to VT speaks volumes about your intentions, which are dedicated to undermining serious studies (because I have authored them). Do not be surprised if I do not approve of other posts of yours in the future. You have demonstrated repeatedly that you are a trivial person with nothing to say. You need to “get a life”!

  4. And what was the question? Here’s another possibility about how it was done:

    http://en.wikipedia.org/wiki/Explosively_pumped_flux_compression_generator

    Explosively pumped flux compression generator
    From Wikipedia, the free encyclopedia

    A cutaway view of a flux compression generator. The aluminum tube is detonated at the end extending out and beyond the copper-wire helix. On the other end a transformer enables the generator to work more efficiently into the electrical load.

    An explosively pumped flux compression generator (EPFCG) is a device used to generate a high-power electromagnetic pulse by compressing magnetic flux using high explosive.

    An EPFCG can be used only once as a pulsed power supply since the device is physically destroyed during operation. An EPFCG package that could be easily carried by a person can produce pulses in the millions of amperes and tens of terawatts, exceeding the power of a lightning strike by orders of magnitude. They require a starting current pulse to operate, usually supplied by capacitors.

  5. If anyone wants to contact me with information about this or any of my other articles, use jfetzer@d.umn.edu.

  6. Rove, Bush, Chaney and Rummy…there’s a waterboard for each one em.
    The minute I heard about the accident, I knew it was a hit and I suspected it was either Chaney or Rove behind it; probably Chaney as he is nothing but pure evil, capable of anything from sex crimes to murder. This poor excuse for a human is going to hell. (ordinarily I don’t believe in hell but in Chaney’s case I’ll make an exception.)
    RIP: Paul Wellstone. The motherf****rs got you but they can’t get us all.

  7. Raytheon, huh? Maybe even some of those hi-tech guys whose offices (bosses) booked them on 9/11/01 flights to attend a meeting in California. Such a brain-drain! Could have helped us figure out if guided missiles were involved that day such as at the Pentagon? Employers need to screen prospective employees carefully. How about the other way around?

  8. Joe in San Francisco

    Jim, you never cease to amaze me with the scope of your knowledge of what goes on behind the scenes. It all makes sense when you realize that some people are too “dumb” to know they could be killed by speaking truth to power ala Wellstone, and others are too “smart” and won’t even make an effort ala most people in our government. I’m frustrated that I’ve come into the game so late in my life and have to play catch-up to all the well-informed authorities on this site. Keep researching and writing and I’ll spread the word as much as I can.

  9. Isn’t it time to fight fire with fire? Where are all our brave marines? Not all in the CIA or FBI could possibly be theirs. Are you telling me there are no more heroes living in America? I don’t believe this. There are people who know the truth, know who and where to strike, have the skills to strike. One by one by one. Time to stand up. I’m getting tired of all you self-important “heroes” who claim you know what is going on. Well, if so, do something about it. If you don’t intend to do something about it, why don’t you just shut the f up.

    • All the good guys have been murdered, the only people that are in a position to do anything about it take bribes, have been secretly videotaped having sex with anyone but their spouses or just psychotic cheaters that are in it for the power and money. There are no good guys left. America is run by a cabal of psychopaths and they are about to sink the ship. Maybe when Americans get hungry enough…….

      • stophypocrisy – I don’t believe all the good guys have been murdered. Jim Fetzer claims to stand against them, and Dean and Duff. They all claim to have inside info. Those who see the problem are the ones who need to solve the problem. If I had proof that someone was a psychopathic killer and if I believed they were going to get away with it and continue their murdering, I would do something.
        I think if someone just stepped up and took the lead an army would follow. I don’t feel I should trust anyone who says, “resistance is futile” because that is what years of propaganda is telling us – there is nothing to be done about it. They are too powerful. They are just men, they are not gods except in their own minds. They bleed and die like all of us and they are very much outnumbered. I think if those accepting bribes started seeing consequences coming to others who were taking bribes, something would change…..or we can just sit back as sheep and wait for the slaughter.

  10. Jim, I also believe that Wellstone was murdered. This is the modus operandi for removing dissenting politicians whom fly in small aircraft. Microwave weapons, small enough to fit in a Van are available. The Airforce has been developing these small mobile weapons to shoot down drones and many police units in the U.S. are equipped with low level, vehicle mounted microwave weapons for crowd control. I don’t doubt that Cheney had him murdered. He has murdered many many people. He thinks nothing of having others tortured or murdered for his own benefit to gain money and power. Wellstone was the kind of leader that we need now more than ever. We know that this ‘cabal’ will kill anyone that stands in their way. This should be a heads up to those who would resist the tyranny that is propagated by the likes of Cheney. Great article! Thanks, Doug

    • Cheney is at best a mediocre, mid-level puppet. I’m sure he’s presided over some murders, at some level, yes, but the fingering of inconvenient people and the working out of the details of their assassinations, especially with regard to high-profile people, like Wellstone, is most likely a task reserved exclusively for the Elders of Zion.

      • This appears to have been a small-scale op, involving Cheney, Rumsfeld, and Rove, where Raytheon provided the information necessary to know how to take down the plane and a small unit implemented it–but with steps taken to misdirect the GPS and deploy satellite weaponry. And I also agree about John-John and Princess Di, alas.

    • Doug, thank you for such a reasonable and rational response to the evidence we have presented. I greatly appreciate your post.

  11. I agree that Wellstone was murdered. EM weapons that would’ve fried the plane’s electronics are a distinct possibility (but anything more exotic isn’t, IMO).

    When you look at the present situation we have, i.e., a Judeo-fascist dictatorship bent on world rule, run by a cabal of bloodthirsty, utterly ruthless, criminally insane madmen, you realize that we’re now seeing the end-game of a strategy of Jewish subversion that’s been underway for a long time in the U.S.; many decades at least, and most likely a hundred years or so.

    In light of this, I now believe that Princess Diana was murdered, as was JFK jr. and God only knows how many others. In fact, I think any time you can say: “how lucky for our Masters’ that [insert inconvenient person's name here] died”, you have to assume that person was murdered.

  12. Upon hearing the news of Sen. Wellstone’s death in 2002 in a plane crash my first thought was assassination. He might have become our first truly progressive president. It is a lot more than class warfare we are facing. It is murder, rigged elections, a judicial coup d’etat, false flag operations, out of control federal prosecutions and other actions almost too horrifying to contemplate.

    What we have today is rule by gangsters an all too natural result of the Federalist power grab known as the Constitution. While we have all been taught to revere this almost perfect plan it has by centralizing power provided a conduit for the gangster takeover of the United States. It certainly appears that a return to Articles of Confederation would by abolishing the federal government and returning power to the states eliminate the gangster controlled federal apparatus that is oppressing and indeed killing us.There would still be a vestigial national government but it would exist on the basis of voluntary cooperation of the many states. Whatever problems there might be they can’t be worse than those we have now and those on the immediate horizon.

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