March 24 2015

A320 remote recovery system used to crash German A320, FINAL ANSWER.


This is not a joke, or statement that will be redacted, It’s OBVIOUS.



At the time of 911, there were three well known aircraft that had remote control hijack recovery as a standard feature. These three aircraft were the Boeing 757, 767 and the Airbus A320. Though this information has been buried post 911, If anyone is able to dig expunged history, all 757/67 aircraft were grounded for over a month after 911. This grounding is not the same as the grounding of all aircraft that occurred, it is a separate grounding. The big short term grounding of all aircraft remains well publicized.

The extended grounding of all 757/67 aircraft was done because the “white hats” knew the truth about 911 from second one, and ordered all 757/67 planes grounded while the remote hijack recovery systems were disabled one at a time because they knew how 911 really happened regardless of the zio spin.

The Airbus A320 was allowed to continue with its remote hijack recovery systems in place because their access codes were more secure and at that time there was no hack that would work.

With regard to the present day crash:

If there is nothing to hide, we should already have word of what the pilots were saying to the tower, which is a cold hard fact with any crash that is not a black op. HOWEVER IT IS ALREADY CONFIRMED THE PILOTS “SAID NOTHING” AND THIS CANNOT BE REDACTED, DO NOT LET THEM GET AWAY WITH SCAMMING SOMETHING IN IF THEY TRY.

In ALL CASES THAT ARE NOT BLACK OPS where problems happen at cruising altitude prior to a crash, pilots can always talk, and always have plenty of time to at least tell the tower what the problem is, plane crashes are not car accidents that are over in a second. As it turns out, the plane crash took a full 10 minutes to happen, which means that the fact that no pilot issued a mayday or radioed the tower had to have been caused, there is no way the pilots “missed” a 10 minute long crash in progress. The “slow depressurization” air mask failure conspiracies being hatched at this time patently ignore the presence of fighter jets which are the obvious culprit.

This crash happened in France, which means there is no possibility whatsoever that the pilots were out of reach of a tower. We should already have all the details, no flight recorder recovery needed if this crash was legitimate.

You only need two pieces of info to nail this one. They are:

1. No word from the pilots, saying anything was wrong.

2. The plane was flying at a high altitude before this “crash”. This means that the pilots could have at least issued a mayday, and they did not. Even though they crashed at a high speed, you can’t delete that much altitude before a mayday could be sent or the tower could be reached the normal way. The only way NO communication can happen is if they got jammed or someone outside the aircraft disabled any ability to send a mayday. Or if the cockpit was suddenly destroyed

All reports are saying the plane crashed while in one piece so structural malfunction can probably be ruled out.


“Witnesses have described hearing an explosion ‘like the sound of dynamite’ then seeing fighter jets fly past, suggesting the passenger plane had been under military escort”.

It is impossible for the “sound of dynamite” to have been a sonic boom, because witnesses on the ground heard it before the fighter jets passed, and a sonic boom arrives AFTER the object causing it passes. The sound of dynamite was most likely the actual jet crash that the fighter planes either caused or were ordered to be present to witness.

To the idiots out there who might say “Oh, the conspiracy crowd solved this before a single investigator arrived at the crash scene:” There are only a few things you need to know to solve this one, the rest is just scammery:

1. The plane descended for 10 minutes, and NO WORD FROM THE PILOTS. How can that happen? Jamming of communications. Who could have jammed communications?

2. The fighter jets, which were following this Airbus. THEY could have jammed the communications with ease, AND shot it down. They probably did not shoot it down OR EVEN NEED TO JAM COMMUNICATIONS because:

3. The plane was equipped with remote control (for “hijack recovery”) AS A STANDARD FEATURE. That level of external control would make switching off communications via remote control a NO BRAINER.


Why would fighter jets be following at just the right time anyway? That alone CINCHES IT. We really do need to figure out who was on that plane.


Here we have a screen capture, provided by a reader, that was taken at 10:44:36. It includes a large amount of the information I have above, INCLUDING THE FIGHTER JET ESCORTS:

HERE WE HAVE THE EDITED REPORT, WITH THE FIGHTER JETS REMOVED. If they get put back into the story and lies are hatched for damage control it is TOO LATE, the fact they chose to expunge this information irrevocably proves they never wanted these fighter jets to be mentioned, and THAT SAYS IT ALL. TOO LATE, BUSTED:

So now we have:

1. Plane took forever to crash and pilots never contacted the tower. That is a huge mystery, even according to the tower.

2. An Airbus with a remote control option.

3. Fighter jet escorts, along with a very good description about how they appeared (they were not UFO’s)

4. A redaction of the fighter jet escorts.

LOGICAL OUTPUT: 1. The pilots never contacted the tower because 2. The fighter jets prevented it by either jamming communications or 3. turning them off via remote control, and then crashing the jet via remote. 4. Expungement of the fighter jets from the news reports NAILS IT ALL, THIS ONE IS SHOT DEAD AND SERVED COLD.



Small debris helps confirm remote controlled crash because it indicates the plane crashed at 600 plus mph.

Very small debris proves that the plane hit at 600 plus MPH. There is only one recognizable piece of the plane left, where 4 windows can be seen.

During a normal crash scenario, the crash will happen between 150 – 220 mph because the pilots have the plane fully slowed down before it hits. So there are large pieces left to be seen.

However, if this was a remote control crash (as I believe) it probably happened at full throttle during a dive, which means 600 plus mph.

How bad is a 15 – 20 mph car crash compared to a 60 plus mph crash? That is why there is not much left to be seen here . . . . .


  • theunhivedmind

    Please connect some dots and you will see this plane (Germany) leaves from Barcelona (Spain) and crashes into the Alps (France). The plane had a lot of German, Spanish and Turkish on board! So what? Well the King of Spain Felipe entered into France for his three-day visit which has been cut short. Francois Hollande and Angela Merkel have been trying to stop the ignition of World War III by anti-BRICS Zeusian pirates. Who helped bring about the Minsk-2 Agreement over the Ukraine Crisis? There you go! Both France and Germany have joined the AIIB monetary power and will soon become BRICS Alliance. Lets not forget how the Center for Strategic and International Studies was addressed by the German Foreign Minister Frank-Walter Steinmeier giving an anti-war message to the U.S over it’s provocations against Russia which will leader to World War III. Hows about Erdogan and Turkey turning to Russia for its new big gas supply which Europe will now have to take its supplies from and pay a nice tariff for the privilege. All these things boil down to two things, Russia and the BRICS.

    Only the other day Great Master Prince Charles was conspiring with Obama and we all know the hatred going on between the House of Windsor and the House of Bourbon. Not long after that meeting Obama hinted about AIIB acceptance but what else did the Great Master order Obama to do? Trust me King Felipe would not be behind this attack and purposely cut short his official visit to France. If the King of Spain was behind the attack then he would have done it at a different point in time. Someone wanted to either assassinate Felipe or cut short his visit which must hold a lot of importance within the world’s monetary power. Always look at where these events take place, what symbolism there might be. So for example Concorde 4590 was downed at Charles De Gaulle Airport and it was heading for John F Kennedy International. British Intelligence’s Permanent Industrial Expositions managed to assassinate Kennedy but failed miserably each time they tried to get Charles De Gaulle.

    I did warn you a few weeks back that we may see a false-flag attack blamed on Russia involving a passenger airline. What you might hear next on the mainstream media is mantras claiming Russia aircraft without their transponders off caused this crash and of course the finer details of the crash will not be given in order to keep you following the media mantras. Why do you think the western propaganda have been conditioning you to the Russian aircraft making sure you’re told about the transponders being turned off and supposedly coming close to passenger planes? Think about it! Now if they do try to pull off an anti-Russian event this will turn Europeans against Russia right? Then how to you think the leaders of these European nations involved will convince the people they should join up with the great Vladimir Putin’s team of the BRICS? See where I’m going with this?

    I cannot see this plane being downed by French Mirage planes if Russia is to be blamed it doesn’t really make sense when Hollande is more on the side of Russia. This plane was most likely remote controlled using an Airbus version of the Boeing Uninterruptable Autopilot systems. A fake terrorist call in threat may have been issued to France which then scrambled Mirage Fighter jets. This fake call in would then have the jets in air where they can be seen or heard by onlookers thus diverting attention away from the remote droning. But then again why censor the fighter jets out of the news as the Daily Mail did? Could this plane have been an assassination attempt against Hollande and the King of Spain? That would explain why Mirage fighters would attack it if they even did such a thing. All-in-all I believe this is connected to the breaking of support by Europe with the United States. Lets see what else comes up for clues like finance so keep an eye on moves by Allianz insurance and Serco Group Plc run by the Churchill descendant Rupert Soames the brother of Privy Councillor Sir Nicholas Soames the former Defence minister under John Major (Carlyle Group, the Most Noble Order of the Garter).

    I have a contact who’s a Noble and has connections within these Venetian Arsenal think tanks. I was told a few years back that planes were most likely going to be blamed for causing various weather patterns and climate change. What we could be seeing is a social engineering of the herd against airlines in order to dramatically gain acceptance of the demise of common herd cheap air travel. What could be achieved by this? Well the pirate profits would go up in the back-door carbon trading economy which was worth $73 trillion all the way back in 2001 when the Most Honourable Military Order of the Bath stole the number one carbon trading software by the U.S. Navy from Cantor Fitzgerald on September 11th during the air attacks on the World Trade Center. Can you imagine what that trading economy may be worth today? Why not ask Al Gore Jr who took his slice of the Black Prince (Philip) pie and started up Generation Investment Management LLP. So each plane you get rid of out of the sky will mean a carbon emission drop aka profiting from pseudo-science. Now if you take out an aircraft you also take out its passengers and each passenger is classed as a carbon dioxide polluter meaning more profits. Air travel will be replaced by high-speed rail services which can be far greener than air travel and require very little energy to provide especially with maglev and other future technologies. The future will be Hyperloop trains.

    We need to find out what Yvonne Selke was actually working on for the Pentagon and look into her workings for Booz Allen Hamilton and the National Geospaital-Intelligence Agency. I believe here would lie a big clue as to why this plane was destroyed. Could Selke have been the next whistle-blower like Edward Snowden but with far more damning information? Once again I think I smell the stench of Deutsche Verteidigungs Dienst spokesman George H.W Scherff (Bushfraud) and the evil Carlyle Group. Another important passenger on this plane was a French intelligence agent who would have also been an enemy of the Scherff clan but from a exposure of false-flag terrorism (Scherff’s speciality).

    .·´ ¸.·★¨) ¸.·☆¨)
    ★(¸.·´ (¸.*´ ¸.·´
    `·-☆ The Unhived Mind

  • theunhivedmind


    Published March 24, 2015 by Marc Le Stahler

    We do not usually respond “hot” disaster.
    In general, we expect to be certain, or at least strong presumptions to comment, leaving the coluchien principle somewhat forgotten current reporters that “when there is nothing to say, it is the farm.”

    But given the omerta and lies that exist on previous crashes, including one flight AH 5017 Air Algeria and body disappearance and property of the MH370 flight, it seemed useful to identify the different elements now we have, three hours after the crash and before the emergency crews are on the scene.

    – This flight German Wings, lowcost subsidiary of Lufthansa, liaised Düssedorf Barcelona where he was expected before noon on Tuesday March 24th. It was carrying 150 people, including 45 Spanish and 6 crew members.

    – It was soon announced on the media that a distress call was initiated 10 h 47, while the aircraft already flying at low altitude (5,000 feet or 1,500 meters), after a rapid fall in a mountainous area ( it evoked a descent speed of 3000 feet / minute).

    – An eyewitness, told BFM TV, said he saw the plane just before the crash, at a low altitude, below the mountain peaks in the area. He stated that he found no injury marks (fire, smoke or other), but confirms that the path seemed incoherent and that “the plane was going to crash.”

    – The weather was good, excellent visibility, light winds … It is therefore possible that the machine has crashed into the mountain following an evaluation or piloting error.

    – We first discussed the impact of migratory birds, but the absurd explanation was quickly abandoned …

    – The carcass of the plane, spread over 2 acres in the area of ​​Barcelonnette, was found at 2700 meters above sea level in an area where the peaks rise to 2900 m. The plane would have taken the altitude after his “mayday”? What seems inconsistent to say the least.

    – A component of the aircraft was recovered at a greater distance before impact, a few minutes before the crash. Accident or sabotage that could explain the loss of control of the aircraft after. The nature of the play “Lost” will obviously be decisive.

    – At 14 h 30, it was announced that the distress call was a false information and that the distress signal (alpha transponder 7700) would have been captured without voluntary contact of the crew.

    – Holland, true to its scavenging habits since the recent killings in January, was quick to take the stage announcing – a little fast in my opinion, unless he has disposed of highly confidential information – that there would be no survivors.

    – We will have to carefully monitor the black box recovery operations, and ensure that we do not redo the stroke of their unexpected loss or destruction of information …

    – The fact that this tragedy occurred on French soil the same day and at the moment when the King of Spain was received at the Elysee Palace may be just a coincidence … but maybe not.

    Pending the result of the events, Minurne provides all the families of the victims of his sorrow and sincere compassion.

    Marc Le Stahler


    17 hours on Tuesday …

    We begin to learn a little more. A descent started 8 minutes before impact, to a rate of descent of 3000 feet / min.
    Is a linear fall of 24,000 feet.
    The impact that occurred at an altitude of about 2700 m, this confirms the information that the plane was flying at a cruising altitude of 33,000 feet (about 10,000 meters).
    The helicopter flight from the crash zone actually shows a frontal impact with the wall of the mountain at full speed and linear descent, which also accredits the information from the scattered debris.
    FYI, the shock had to be at a speed of about 700 to 900 km / h.
    What remains surprising and could pose a serious problem of explanation is descending into a mountainous area. In an emergency, if the pilot decides to initiate an emergency descent, it is imperative to change course, road, so as not to risk hitting another flight on the same road but on a lower altitude. However, the course seems to have been maintained.
    Furthermore, no information was given by the crew to ground control of a technical breakdown or other problems justifying the descent. This is a major problem that can be explained by the analysis of the black boxes and records of exchanges between the pilots.
    We no longer speak of this piece that the aircraft lost before the start of its descent. This is also a point requiring clarification.
    There is a technical assumption of computer failure due to icing, which could possibly have prompted computers incorrectly to begin a descent procedure. A device is provided in this case, but requires manual deactivation of computer systems.
    Another hypothesis to study, suggested by a reader in the comments (Patrice Student): that of taking control of the machine in flight by a terrorist, a forced descent and final clash at full speed. A suicide operation type 11.
    In the current environment we live in, no option is to evacuate immediately and 8 minutes long radio silence remains a mystery.

    21: 30 pm Tuesday

    Research is stopped for 19 hours, but five policemen were airlifted to the site and will spend the night. Not to bring possible rescue of survivors, we realized that there would be no, but probably to secure the area or something …
    Some blunders on the localized black box by issuing “chirp”. We were initially indicated that it was the voice recorder from the cockpit, but there is now talk of technical recorder. This is not trivial, the recorder of the position, reporting the verbal exchanges between the pilots, would likely be in this catastrophe a fundamental part, to clarify and explain what really happened during that radio silence 8 minutes. The technical data logger certainly give important information, but less crucial.
    The spokesman of the German company announced WIngs, does it seem a bit rushed, the terrorist event would be already already evacuated.
    But the descent of 8 minutes, in mountainous areas, and the speed of impact is clear that it is not a conscious voluntary act of the drivers. Either they were unconscious (depressurization?) Or they were neutralized by an external event. It also seems that the descent was halted at the altitude of 1800 m, just before impact …
    On CNN, the director of the Tourist Office of Pra-Loup, 10 km from the impact site, said he heard “like a flood of noise” and called the police who confirmed the crash.
    It was confirmed that the descent began on the planned route, to the detriment of all the safety rules and the radio silence throughout the descent until crash, are the most bizarre elements in this case and could make credible the assumption of the post of the takeover of one or more foreign elements.
    We also learned that the takeoff of Barcelona was delayed 30 minutes, but it is after all a fairly common occurrence, and the last technical inspection of the unit was dated March 23. His “great visit” (complete disassembly of the engine and airframe) took place in the regulatory time there 2 years.
    We still do not know the identities of the Turkish passengers and it seems that there were also two passengers on board an Australian citizen. It is confirmed that there were 67 passengers of German nationality.
    The loss of theft of a piece of the aircraft (information that had filtered at the beginning of the announcement of the crash) is not at all mentioned, in any media now known.

  • theunhivedmind

    Reports of Die Welt and Zerohedge on Germanwings crash dated two days ago

    As German Chancellor Angela Merkel takes the unusual step of cancelling all engagements to go to the crash site of a Germanwings plane, another strange detail has emerged.

    Both Die Welt and Zerohedge — familiar to readers of controlled opposition Infowars — reported on the crash two days ago. RT s report is dated 16 hours ago. Yet Francetv Info started a liveticker on the crash at 11 44 am only about ten hours ago as I write this. Its first report was 11 hours ago almost immediately after the crash…


    Zerohedge posts two days before the crash or vor 2 Tagen in German as I write this.

    But Francetvinfo s reports are dated 1o and 11 hours ago as the screenshot shows, far later than Die Welt s report, also dated two days ago, 22nd of March as Ichfragmichblog notes.

  • theunhivedmind

    Here is the scenario they decided to peddle

    One pilot left the cockpit and could not get in. The other pilot was not responsive until the plane crashed. An arab type terror scenario has been implied, that the pilot in the cockpit suicide crashed the plane ON PURPOSE. PROBLEM. HUGE PROBLEM


    This was their “flight recorder discovery” and if you believe that line, I have a bag of moon rocks.

    Bottom line? They know they are nailed and this is the only scenario they have other than a remote controlled crash that can possibly fit what happened – an autopilot disabling followed by a perfectly controlled power descent straignt into a mountain. Either they explain it this way, or the are FORCED TO ADMIT THIS WAS A REMOTE CONTROL WHACK JOB. FAT CHANCE THEY EVER WILL

    If they try to back peddle from the “pilot crashed it on purpose” angle and just say the pilot passed out, that is a fail because autopilot was in control and even in the extremely likely event it was not in control, absent a pilot a plane will keep flying straight and level until it runs out of fuel. It will not go into a dive by itself.

    The biggest problem they can never overcome is the fighter jets that followed it until it hit the mountain, and then, rather than assess the situation, they bugged out. THAT SAYS IT ALL, they cannot back track from that cold hard fact.

    They really are stuck with the suicide crash option. Will people believe it? NOT IF THEY KNOW ABOUT THE FIGHTER JETS. ARCHIVE AND POST!

    It looks to me like Germany paid some “holocaust reparations” with an airplane!

    Germanwings downing a legitimate black op

    This is easy to tell, because now there are many theories popping up to divert and distract. There is one new theory, however, that got my interest and may actually be a clue if it is legit. This theory is that the fighter jets shot the A320 right before impact with the mountain and it was smoking as it hit. This could be plausible for the following reason:

    The A320 is a full fly by wire aircraft. If a pilot pushes a pedal or pulls a lever, it is not hooked up to the mechanics in any way whatsoever. And if this A320 was equipped with collision avoidance, this full fly by wire attribute most likely would not have allowed it to hit the mountain, most likely it would have pulled up on time and missed. If this is the case, then the fighter jets would have been needed to shoot the tail flaps out, which are needed to make the aircraft pull up and if the tail is disabled, the collision avoidance would not have been able to stop the crash.

    Absent the tail, the plane could still proceed at full throttle into the mountain and whatever debris came off the tail would most likely have simply followed the plane into the mountain and not left a separate debris path. This fits the eyewitness scenario quite well, and would explain the roaring sound people heard continue for several seconds, this could have easily been caused by a missile launch to blow the tail out.

    Other scenarios, such as a laser brought it down are in my opinion just diversions, but I will certainly give the scenario of smoke coming from the aircraft after it was shot while approaching the mountain fair consideration. Fighter jets and collision avoidance disabling certainly fit that scenario.

    After all

    Why would the fighter jets be there to begin with, and then leave the scene immediately after a crash that would have been obvious to them? No aircraft, even an ultralight, would go unnoticed by a fighter jet designed to hunt and kill, THEY KNEW THAT CRASH HAPPENED, WHY DID THEY LEAVE THE SCENE IMMEDIATELY? If they did not cause it, it would have been their job to stick around, assess the situation and report back to the base what the situation was. They did not do this, BIG QUESTION: WHY NOT?

    Mails being tampered with – if you are trying to get through with information and are not seeing it here, it is because it got blocked. I have found what might be a good mail provider and will try to circumvent this problem.

    “It is inexplicable how such a thing could happen to a technically perfect aircraft with experienced, trained at Lufthansa pilots” – Lufthansa CEO Carsten Spohr


    New info on Germanwings crash

    It has now been determined that the descent was a perfectly controlled full throttle dive of a perfectly working aircraft straight into the side of a mountain. And I know how it happened, details below.

    Why no identifiable bodies? I got the answer:

    Many people on the web are asking where the people are and how an airplane can just “vanish” into such tiny pieces. I have the answer. The crash was done in a way that caused the bodies to be erased so no person outside the controlled group of investigators could possibly identify anyone on the flight.

    How do you cause bodies to vanish and an airplane to turn into such small pieces?

    By having the crash occur at a very high speed. And this particular crash happened at 600 plus MPH.

    A 600 plus MPH impact is proven by how badly the plane shredded. And 600 plus MPH crashes do not happen outside of willful intent.

    Chris wrote:

    About the remote control capabilities of the 757/767 aircraft, you are right. They were revolutionary aircraft, and Popular Science covered their release in detail in the early 1980’s. In one of the many reports they did, they talked about how the aircraft were hijack proof and ground controllable. I cannot find anything on this now, it seems 911 has done away with history and the report that mentioned this is not on the web. Someone is going to have to dig through the basement to find it in print.

    My response:

    I had a subscription to Popular science at that time and remember this. Additionally, in 2002 I accidentally got into a secure area of the Boeing web site where pilots were posting about this system and how it had been removed from all the aircraft after 911. Those who had experience with airbus said the system was still in A320 aircraft because Airbus had not been compromised (their coding was more secure).

    And this would explain why the fighter jets which accompanied this Germanwings flight all the way to it’s death and then left the scene did not shoot it down, even though it is more than obvious they were either responsible for the crash or ordered to witness it. If erasing bodies and making them unidentifiable to all but a very controlled group of investigators was needed to conceal who was on that flight, remote controlling the aircraft into a mountain after a steep dive at full throttle would be the best way to do it, and now investigators at the scene have said the largest body part they have found is the size of a briefcase. Absolutely no one can be visually identified.

    Normal plane crashes do not have such small debris and erased bodies because pilots slow the plane down and it crashes at around 200 mph, not 600 plus.

    Beyond all doubt, the fighter aircraft were responsible for this crash and whoever ordered this crash wanted the bodies erased. This is why the fighter jets did not shoot the plane down even though they were clearly responsible for it’s demise. If they had shot the plane, it would have fallen in large pieces and would have had the bodies be intact. By using remote to crash the plane after a full throttle dive, they ensured a perfect crash scene with obliteration of evidence.

    This is why no communication with the pilots happened, they were totally blacked out even after the tower declared an emergency and made repeated attempts to contact the pilots long before the crash actually happened and received no response. This is highly unusual, if not completely unprecedented except for the other obvious government jobs, – 911 and flight 370.

    They are testing conspiracies to see what will work to fool the public on forums and blogs right now, before releasing “what the black boxes said.” The most prevalent theory for why the pilots were silent is slow depressurization blacked everyone out with no one noticing. This is bunk.

    FOR THE RECORD: The plane peaked out at 38,000 feet, stayed there for ONE MINUTE, and then did it’s death dive. That is not long enough to black out everyone from a loss of cabin pressure, or “slowly depressurize the cabin” and once the plane hit 25,000 feet, people would have woken up even if this theory is what happened. It is an obvious hoax theory. The plane was simply not high enough long enough for this theory to hold any water.

    Unfiltered mail blurbs from mails that made it.

    Hello, Jim. This info. ought to be good for a sarcastic comment vis-a-vis sep 11 – might want to consider the remnants look like confetti, but the plane in 5 side polygon was claimed it drove through multi-foot thick reinforced concrete walls in a row and 2 others punched through steel framed towers, too. Shouldn’t we then see a 40 foot deep divot hole in the mountainside? tim


    Come back to you again with this. Check the flight path radar. At video 016 it is getting hazy (why?). At 019 you still see the big plane on the right of GWI/18G …. At 020 this plane is vanished. AWAKS could do that – you know that better tan me cause you are the specialist. Looks for me like a warning to Merkel concerning not following US instructions concerninbg WW III ….. Please check ….

    P.S.: The flight had been directed over the Alps, pretty far away from the direct route. There, where the plane came down, no French citizens could be hit.


    you asked the question Who was on the plane?

    In the news moments ago they said that there have been two engineers of Delphi on board of this plane.

    Maybe it might be a small piece of info but to get the full pic we need to put them all together.


  • theunhivedmind

    March 25, 2015

    US Laser Test Destroys Germanwings Airliner Killing 150 Innocent Civilians

    By: Sorcha Faal, and as reported to her Western Subscribers

    The Ministry of Defense (MoD) is reporting today that dispatches from the Northern Fleet (NF) appear to show that yesterdays downing of Germanwings Flight 4U 9525 in southern France yesterday was the “direct result” of a failed US Air Force test of its High Energy Liquid Laser Area Defense System (HELLADS) attempting to shoot down an ICBM reentry vehicle, but which, instead, destroyed this civilian airliner killing all 150 aboard.

    According to this MoD report, the Northern Fleet, which is already on full combat alert, was alerted to this incident yesterday by the Severomorsk submarine chaser, currently operating in the Mediterranean, who reported that widespread atmospheric electrical anomalies over southern France, western Italy and southwestern Switzerland were being detected. The area where these detections were made by the Severomorsk, this report notes, also happens to be the combat operational area of the US Air Forces 510th Fighter Squadron operating out of the Aviano Air Base in Italy.

    Curiously, this MoD further notes, these anomalies occurring in the 510th Fighter Squadron’s combat operating area of southern France yesterday came within the same time frame that British civilian radar systems went black; which was further confirmed by a Flight Emergencies posting stating: “Doing a bit of spotting at MAN, I look up and see an A380 passing overhead just past the BA, but nothing on radar? Hm”

    This MoD report clarifies that US-UK-EU radar systems frequently go black upon the takeoff/landings of B1 bombers, and which in yesterday’s case, where this incident was reported in Manchester (MAN), it likely coincided with the deployment of a British B-1 Lancer Bomber, some of which are able to utilize the US Air Forces High Energy Liquid Laser Area Defense System too.

    The MoD further notes that the US-UK-EU military structure frequently endangers civilian flights with their war games over the continent, such as last year when about 50 planes temporarily disappeared from radars in Austria, Germany, the Czech Republic, and Slovakia between 5 June and 10 June. Slovak air traffic services in their statement about this radar blackout admitted at the time: “The disappearance of objects on radar screens was connected with a planned military exercise which took place in various parts of Europe…whose goal was the interruption of radio communication frequencies. This activity also caused the temporary disappearance of several targets on the radar display, while in the meantime the planes were in radio contact with air traffic controllers and continued in their flight normally.”

    And to how dangerous these Western war games can be to civilian airliners, this report continues, was evidenced on 3 March when, in an eerie pre-simulation to the demise yesterday of Germanwings Flight 9525, the US Air Force, while preparing for yesterday’s failed test over southern France, Lufthansa Flight LH1172, an Airbus A321 operating at a normal flight altitude, plummeted out of the sky in minutes, and as evidenced by its radar charts.

    To the explanation of Lufthansa Flight LH1172 plummeting towards earth in southern France barely a fortnight ago, we can further read from the Airliner Reporter article titled Catching a Lufthansa Airbus A321’s Rapid Descent Live which, in part, says:

    “There were a few moments where I thought I may have been watching a crash of some sort occur in real-time, from thousands of miles away. But thankfully, the pilots were just quick acting, and diverted to a nearby airport.

    Lufthansa confirmed to that LH1172 had 151 passengers on board and the captain decided to stopover in Nantes (NTE), France, “due to a medical case (sick passenger).” They confirmed that there was no emergency requested and that the aircraft landed safely.”

    Unlike Lufthansa Flight LH1172 before it, however, this MoD report continues, Germanwings Flight 9525, yesterday, wasn’t able to recover from its rapid descent…instead it was obliterated in tens-of-thousands of pieces of metal and human flesh upon the side of a mountain in southern France.

    To what caused Germanwings Flight 9525 to be so thoroughly destroyed, this report says, was first evidenced on 3 February when a US Air Force test of their High Energy Liquid Laser Area Defense System targeting one of their older weather system satellites completed obliterated it by heating it from within causing to it explode while in orbit.

    However, MoD experts in this report say, chemical laser systems, such as the US Air Forces High Energy Liquid Laser Area Defense System which brought down Germanwings Flight 9525, and nearly crashed Lufthansa Flight LH1172, are notoriously known for being extremely difficult to aim at long range targets as their “effects” tend to spread throughout the atmosphere affecting anything and everything in their path.

    And to the exact scenario causing the destruction of Germanwings Flight 9525 yesterday, these MoD experts continue, was a combined Western alliance attempt to target a “test re-entry vehicle” simulating a Federation nuclear warhead attack upon them yesterday.

    The specific “test re-entry vehicle” used in this failed US missile test, this report says, was launched the day before on an intercontinental ballistic missile (ICBM) fired early Monday from a US Air Force facility in California, and which the Obama regime stated was a “message to the world about Washington’s nuclear capabilities”.

    This “message to the world”, however, the MoD in their report state, was, instead, aimed directly at the Federation for their crippling of the USS Theodore Roosevelt using the superior “magrav” technology, and that aside from previously destroying this aircraft carrier in a war game a few weeks ago, likewise disabled the USS Donald Cook in the Black Sea last year.

    Sadly, this report grimly states, of the nearly 37 NATO aircraft taking part in this US missile test yesterday, just a single Italian military jet switched its transponder to the emergency code of #7700 upon seeing Germanwings Flight 9525 plummet towards the ground.

    And as many German pilots are refusing to fly today because of these US war game actions against the Federation, this report concludes, the likelihood of the Western people being told the truth about what happened to Germanwings Flight 9525 is about the same as their being told the truth about Malaysia Airlines flight MH17, which was proved by satellite photos to have been shot down by a Ukrainian fighter jet, is about the same…Zero.

    And to if the Western peoples even want to know the truth of the countless lives being destroyed on their military leaders alter of war? No one really knows the answer anymore.

  • theunhivedmind

    Black box memory card stolen from crash site of Germanwings jetliner? Plausible cover-up theories now taking shape

    Wednesday, March 25, 2015
    by Mike Adams, the Health Ranger

    For some reason we have yet to fully understand, jetliners keep disappearing or falling out of the sky with disturbing regularity. Air travel is amazingly safe, of course. Statistically, it produces far fewer injuries and deaths than vaccine shots which injure so many children that the United States Congress was forced to set up a special “vaccine court” just to handle all the injury claims and billions of dollars in compensation payouts.

    But the circumstances under which jetliners keep disappearing smack of conspiracy and cover-ups. Flight MH370, for example, has still never been located. In July of last year, I was the first independent media journalists to suggest the plane had been hijacked. Mainstream media outlets like CNN ridiculed the theory, but just this month CNN began rolling out the exact same explanation, now claiming the jetliner was, indeed, hijacked. (Funny how CNN’s narratives completely flip-flop over time, isn’t it?)

    Now with the Germanwings jetliner incident, we have the New York Times “pulling a CNN,” you might say. According to this NYT story, the memory card of one of the airplane’s two black boxes is missing, and the story claims it must have been “destroyed by the impact.”

    “Investigators have so far been unable to retrieve data from one black box, and the other was badly damaged and its memory card was missing,” reports the New York Times.

    If you read the logic of that sentence, it seems to state that no data was recovered from either black box, right?

    But then in the exact same story, the NYT also reports, “Remi Jouty, director of France’s Bureau of Investigation and Analysis, confirmed that audio of voices had been recovered from the black box in the crash of the Germanwings plane in the French Alps.”

    So, wait: there WAS voice recording data recovered from one of the black boxes? Confusing things even further, another paragraph in the same story says:

    At the crash site, a senior official working on the investigation said, workers found the casing of the plane’s other black box, the flight data recorder, but the memory card containing data on the plane’s altitude, speed, location and condition was not inside, apparently having been thrown loose or destroyed by the impact.

    So what we really have here is a story about two black boxes: one which either has voice data on it or doesn’t have voice data on it, and the other black box which we are supposed to believe was located but the memory card it protects was missing because it was destroyed even though it was surrounded by a black box that’s almost impervious to destruction.

    Black boxes are designed to survive plane crashes… DOH!

    Now, those of you who understand the laws of physics — which obviously makes you a terrorist in modern America where any real grasp of scientific reality is widely condemned — know that black boxes are designed for the precise purpose of making sure nothing inside them gets destroyed even in a violent airplane explosion or impact crash.

    If black boxes did not survive plane crashes, there would be no real point in having them in the first place.

    It’s nearly impossible to destroy these black boxes — which are really orange — without resorting to extreme methods of destruction. As this NPR story explains, “The black box must be able to withstand an acceleration of 3,400 Gs (3,400 times the force of gravity)…”

    To test the structural integrity of a black box, “[a]t 3,400 Gs,” adds, “the CSMU hits an aluminum honeycomb target at a force equal to 3,400 times its weight. This impact force is equal to or in excess of what a recorder might experience in an actual crash.”

    What the New York Times is now asserting, against all known laws of physics, is that a black box was found, it was opened, the memory card was missing and therefore it must have been “thrown loose or destroyed.”

    Consider the unlikelihood of such a claim being true. It mirrors the similarly ludicrous claim after 9/11 that the terrorist’s passports survived the crash and were found on the sidewalk below the building… but the aircraft black boxes were all destroyed in the crash, of course. And like magic, we’re all supposed to believe that U.S. passports will survive an extremely hot explosion that melts steel girders and collapses buildings, but a black box — which is DESIGNED to be blown up and still survive — somehow “lost” its memory card as a jetliner descended into terrain.

    How convenient.

    The far more reasonable explanation, of course — which also happens to be aligned with the laws of physics — is that someone took the memory card out of the black box, which is why it’s no longer in the black box.

    If you scan a quick history of mysterious plane crashes that might be linked to rogue nations or government-run operations, you’ll notice that the black boxes are missing from ALL such plane crashes: 9/11, Malaysia Airlines, this Germanwings flight and no doubt many others. Black boxes, it seems, are only found intact when governments want to find them intact.

    Why would someone want to take the memory card out of the black box?

    You don’t have to be a rocket scientist to figure out that the only reason someone who remove the memory card from the black box is because they won’t want the world to find out what’s on the memory card.

    And what is stored on these memory cards, exactly? Audible recordings of the flight deck and a detailed digital log of every flight command, environmental variable, flight control surface, altitude, heading, airspeed and everything else you might imagine is important in an airliner crash investigation. Black boxes contain all the data needed to entirely reconstruct the accident and find out what happened.

    If someone carried out the attack on purpose, they could have easily been pre-positioned on the ground, ready to rush to the wreckage and pull the memory card. Black boxes are not terribly difficult to find if the wreckage is sufficiently broken apart. They’re bright orange and unmistakable to identify, even in a pile of wreckage. They are designed to scream out “FIND ME!” in a mass of rubble. Because of the rugged terrain, it took rescue workers many hours to even arrive at the scene, leaving plenty of time for someone with a pre-positioned ground-based scout team to reach the wreckage first.

    Why were the pilots apparently unconscious?

    One reasonable working theory in all this is that some rogue government wanted to kill someone on the plane but make it look like an accident. Somehow they managed to incapacitate the pilots and then put the plane into a controlled descent into terrain, the theory goes.

    “Among the theories that have been put forward by air safety analysts not involved in the investigation is the possibility that the pilots could have been incapacitated by a sudden event such as a fire or a drop in cabin pressure,” reports the NYT. “A senior French official involved in the investigation, who spoke on the condition of anonymity, said that the lack of communication from the pilots during the plane’s descent was disturbing, and that the possibility that their silence was deliberate could not be ruled out.”

    On this point, I concur. Commercial pilots are incredibly well trained and tend to be very intelligent people. If they were conscious, they would have absolutely noticed the altitude descent, especially when flying among high-altitude mountains. All pilots who are still living are fully aware that if your aircraft altitude goes LOWER than the height of the nearby mountains, you probably need to go full throttle and climb. Monitoring your altitude is one of the very first things all pilots are taught (airspeed, altitude and heading, actually), and commercial pilots are taught to scan their instruments on a regular basis to watch for unexpected readings.

    On top of that, pilots tend to be people who prefer to be living rather than dead. In fact, one of the best assurances of pilots doing a good job flying commercial airliners is the inescapable fact that they are on board that same airliner. (Never fly in an aircraft remotely piloted via drone technology, if it ever comes to that…)

    Thus, pilots tend to keep passengers alive because they want to keep themselves alive, too. It is almost inconceivable that the two pilots of this Airbus A320 would have both failed to notice the descent in mountainous terrain. The fact that the aircraft obviously did not suffer a sudden flight control failure also means it was not blown up in mid-air.

    The list of plausible theories narrows

    So what’s left in the realm of deductive logic? The list of possibilities narrows rapidly:

    • Pilot murder-suicide.

    • On-board hijacking that incapacitated the pilots.

    • A sophisticated cyber war hack attack that somehow took control of the plane and its communications capabilities.

    • A bizarre coincidence of mechanical failures (such as a loss of oxygen) combined with highly unlikely aircraft control failures (loss of altitude calibration or electronics glitches). This possibility is almost certainly ruled out, as all commercial pilots are trained in emergency oxygen mask deployment when noticing signs of hypoxia.

    • An unusual electromagnetic attack of some kind — perhaps a “pulse” weapon that selectively disabled some functionality of the aircraft. (Extremely unlikely.)

    The award for the most bizarre theory of all belongs to the “CERN brought down the aircraft” explanation you can read about at All News Pipeline.

    We still don’t have enough information to know with any degree of certainty what really happened, but we do have enough information to know that the “official narratives” being put out by the media just don’t hold water. Not if you believe in the laws of physics, anyway. And if you don’t, then how do you think airplanes fly in the first place?

  • theunhivedmind


    Digital enhancement of amateur footage of the Smolensk plane crash site, which was authenticated by Polish authorities, shows the four surviving crew members being shot by a detachment of special service agents.

    It also shows there are no bodies to be seen, even though 90 members of the Polish government and all the highest-ranking members of the Polish military were killed in the crash according to the official version.

    In spite of the enormous body of evidence indicating the victims did not die in the Smolensk plane crash, which was itself caused by an explosion, no significant inquiry has taken place.

    Compare the footage of Smolensk showing mercenaries killing the surviving four crew and the pictures of the MH17 cockpit riddled with bullet holes in the Ukraine with the account of the crash of the plane of UN Chief Dag Hammarskjold in 1961 in Zambia.

    According to the Hammarskjold commission, a detachment of mercenaries had been waiting in the forst. As soon as the plane was shot down, the mercenaries moved in to kill Hammarskjold and the other crash survivors.

    “The Norwegian head of military intelligence in Congo, Major-General Björn Egge,

    travelled to Ndola after the crash to collect the Secretary-General’s effects and was allowed
    to see the body in the mortuary. In 2005, two years before he died, Egge stated that he had
    seen a round hole in Hammarskjöld’s forehead which could have been a bullet hole.”

    “Having told Osmond “You know the crash was staged”, Cooper went on to assert
    that he and Swanepoel had been detailed to ensure that Hammarskjöld had died in the
    crash. He told Osmond (whose testimony reached the Commission in August 2013) that they
    had reached the crash site in a Land Rover and found Hammarskjöld and two bodyguards
    still alive. Swanepoel had shot and killed Hammarskjöld; they had then killed the two
    bodyguards and riddled the wreckage with bullets.
    14.23 If the plane’s position as it approached Ndola had been monitored – and there is no
    doubt that it could have been – it is not impossible that persons waiting in the bush were
    able to reach the crash site rapidly. But it does not follow that Cooper was accurately
    relaying Swanepoel’s account to the Norwegian police; or that, if he was, Swanepoel had
    been telling him the truth; or that Cooper was telling Osmond the truth about his own role.
    It is highly probable, for example, that the guard mentioned in the various accounts was
    Julien, who was not shot but died of burns. But even if Swanepoel or Cooper was relaying an
    account which he had heard and was giving himself a fictitious role in it, there is a measure
    of correspondence between it and the evidence given by uninvolved bystanders that men
    had arrived rapidly in Land Rovers following the crash. We have considered in sections 8.10
    and 8.11 above how a measure of certainty might be reached in relation to these accounts. “

  • theunhivedmind

    German Lufthansa pilot casts doubt on official version

    Peter Haisenko, a retired Lufthansa pilot, has said the official version of the Germanwings crash doesn t add up.

    First of all, he can t see a motive for the co pilot to have acted in the way he did, especially as the co pilot said nothing at all in the eighteen minutes leading up to his death, according to the French officials who analyzed the voice recorder.

    However Haisenko says the co pilot could have been threatened or blackmailed.

    In addition, the Airbus appears to have glided down on auto pilot, yet sensors, which would have registered the presence of mountains and activated a change in route, did not seem to function.

    He notes that the plane must have descended at an angle of 10, 12 to 15 degrees, meaning the passengers would have been thrown forward in their seats and objects such as unsecured trolleys would have rolled up and down the corridor.

    Furthermore, he observes that the person who knocked on the cockpit door on the voice recorder hasn t been identified. There is no evidence it was the pilot. Neither the pilot nor the co pilot can be heard speaking on the voice recorder according to the official version.

    Moreover, Haisenko expressed surprise that no one tried to talk to the pilot on the interphone, something which would have been registered on the voice recorder black box. He wonders why the pilot didn t shout through the cockpit door given the urgency of the situation.

    Also, he notes there are secret codes to access the cockpit. The pilot could have kept entering the code to access the cockpit. The co pilot would have to have held down the switch blocking access using continuous pressure to stop the door opening.

    To sum up, Haisenko finds the official version not credible, but cannot say what happened on the basis of the facts available.

  • theunhivedmind


    There are many theories circulating about why a Germanwings Airbus crashed in the French Alps.

    The latest theory offered by French prosecutors, allegedly based on the retrieval of a damaged voice recorder, is that the pilot was locked out of the cockpit by a suicidal co pilot, Andreas Lubitz.

    Yet this version raises many questions, especially as it has emerged that the Airbus’ glide to destruction ‘took 18 minutes and not 8′.

    Given the total communication blackout for 18 minutes and given the disappearance of the Airbus from the radar screen in the final six minutes, can we really be sure the Airbus crashed at all? Can we really be sure the debris shown to us on TV comes from the Airbus? Crucially, the memory card of the flight recorder black box was missing. What motive might anyone have for taking the memory card as appears to have happened?

    In addition, a mountain guide and witness reports hearing no explosion on impact. Shouldn t a plane on the start of its journey to Dusseldorf and still packed with jet fuel explode with lots of noise, smoke and fire?

    Even if the Airbus did crash, a glide for eighteen minutes is a long time, time enough for passengers and crew to send text messages or make calls. Yet none did. How can this be explained?

    Why didn t the pilot, who was allegedly locked out of the cockpit, use, for example, a mobile or emergency phone to raise the alarm during those 18 minutes?

    Why, in fact, did none of the 144 passengers in the plane use their phones to call or text their relatives as soon as they realised there was a problem with the cockpit and the plane was plunging towards earth at the rate of one kilometre per minute?

    The claim that the passengers only realized at the last moment what was happening is not plausible. Passengers must have heard the pilot trying to hammer down the cockpit door if these sounds are indeed on the voice recorder retrieved from the wreckage as French prosecutors claim. They must have seen the way the plane was rapidly losing altitude and passed through the cloud cover. They must have seen the mountain range below looming closer and closer. They must also, surely, have seen the three French Mirage fighter jets, sent up by air traffic control, and which circled the plane within minutes.

    A 3D video of the Germanwings descent gives us some idea of what the passengers experienced.

    Bear in mind, there were school children on board. Even if the adults remained calm, the children, unaccompanied by their parents, certainly wouldn t have. As soon as they saw the Mirage jets, the children would have started getting excited, shouting and texting their parents.

    The real puzzle in all this is why none of the 144 passengers or crew sent any text messages during a plunge lasting 18 minutes.

    As mentioned, in a perilous situation like this, the first instinct of everyone, especially school children is, surely, to grab their mobile phones and sms or text their relatives. But there are no reports of any messages received by relatives. The parents of the German school children heard of the crash from the director of the local school and airport officials, according to media.

    The story of the co pilot Andreas Lubitz is also curious. He gave no sign of being troubled and had cleared all tests of his flightworthiness, according to his employers and German media reports.

    Lubitz was allegedly treated for burnout and depression six years ago. That means, he was able to articulate feelings of burnout and depression, and recognize its symptoms. Yet he gave no warning he was so desperate as to consider not just suicide but mass murder.

    If Lubitz was gripped by a sudden murderous, suicidal death wish, why did he choose to glide to destruction on autopilot for 18 minutes? And if he was in such inner turmoil and could hear the other pilot banging on the door to gain entry, why didn t he wrestle with the controls and computer systems and try to crash the plane headlong into the mountains more quickly? Wouldn t there have been a more erratic emergency descent, the fuel cut or some other action more likely to bring the plane down quickly to avert the risk that the other pilot, crew members and passengers would succeed in breaking down the door or cracking the code, entering the cockpit and stopping the descent in the 18 minutes that it took?

    Cabin crew can gain entry to the cockpit in an emergency. A pilot can only override this access for between five to 20 minutes, according to media.

    So, the glide to destruction took almost the maximum time that Lubitz could conceivably have overriden the emergency access code. Would he have taken the risk of the door springing open?

    In addtion, for all Lubitz knew the door could have slid open any moment, allowing people to enter the cockpit. In this high pressure situation, surely the instinct of any suicidal, impulsive maniac is to shift to manual control and point the nose of the plane straight down. A suicidal, impulsive maniac with people hammering on the cockpit door and his ability to override the emergency access code restricted to at most 20 minutes would not choose to glide down for 18 minutes. That does not add up.

    According to the French officials, Lubitz said nothing. That s possible but more likely is that he would shout out something in the heat of the moment, especially as the impact with sheer rock face was imminent like “What have I done?”

    The official version is like a one dimensional film script. People behave differently in real life.

    The complete lack of all communications from the pilot and passengers suggests, more than anything else, that the plane s computer system was indeed hacked. If the electronic communications systems were jammed that would explain why there were no communications from the pilot and co pilot, passengers or crew.

    Yet, the French investigators are claiming that is what happened until the last moments when screaming can be heard.

    We may never know exactly what really happened. The memory chip of the second black box recording flight data was missing, something which in itself is very odd.

    If the plane did crash, the cause may have been the hacking of the computer system during the reparis the day prior to the flight. The three French Mirage planes could have jammed the electronic communication and control system.

    Also, odd is the alleged appearance of an Italian fighter jet near the alsp, which squawked on the emergency channel of the Airbus the very time when radio contact was lost. Well, check back through FR24. MM7168 at 09.35 (GMT) shouted 7700 near the alps. M7168 (NOT the Airbus) squawks 7700 at 09:35 GMT, which is 10:35am Central European Time (Promise!) just to the East in Northern Italy.

    Another theory is that CERN was involved. CERN shut down hours after Germanwings crash. Is there a connection asks Kev Baker? “Smashing protons at such high energy and speed causes electro magnetic lightnings which can travel far. The plane was hit by abnormally strong electro magnetic pulse which disabled crafts engines. US army already have this as a weapon in smaller version. ” Reply · 7

    Whatever the explanation, the French prosecutors’ version does not add up. It assumes complete passivity and silence on the part of 148 other people on board the plane as they crashed with terrifying speed to their death in the Alps.

    In real life, danger releases adrenaline, which converts into action, sending an sms, talking, planning, crying, screaming banging on a door, finding a lever to smash a door etc.

    Just imagine how you ould react. Imagine it s you who are in a plane plunging into the Alps with a pilot banging furiously at the cockpit door and shouting at the co pilot to open it in German, a language you understand. What would you do? Imagine you look outside the window and see the plane entering the clouds, and then exiting the clouds. Imagine you hear a roar and see Mirage fighter jets flying parallel, so close you can see the markings on the fusilage and the pilot in his cockpit. The mission of the Mirage fighter jets was to ascertain what was wrong with the plane, so these planes would have flown close to the Airbus to make a visual inspection of the cockpit area especially. Imagine that as the plane drops down into the valley, you start to see peaks towering above you. Would you really sit in silence through all this and for 18 minutes just screaming seconds before impact?

  • theunhivedmind

    March 27, 2015

    The International Federation of Air Line Pilots’ Associations (IFALPA), representing more than 100,000 pilots around the world, has condemned French prosecutors investigating the Germanwings crash for leaking elements of the cockpit voice recorder.

    “Leaking premature, unanalysed, and partial CVR recordings, which lack the context of the entire body of factual investigative data, severely interferes with the investigative process, and can only lead to early conclusions on what exactly occurred during the time leading up to the accident. Any other use of CVR data is not only invalid, but is an unacceptable invasion of privacy best described as a search for sensationalism and voyeurism of the worst kind,” IALFA said in a statement.

    The European Pilot Association (ECA) also condemned the leaks as a serious breach of principles of accident investigation.,-Piloten-beklagen-Geheimnisverrat-bei-Germanwings-Ermittlungen-_arid,281448.html

    In addition, the French union for national airline pilots (SNPL) has expressed shock that they were told at a press conference at 5 pm there was no information on the crash only to read about the cockpit voice recorder leak in the New York Times a few hours later, and, then, to hear at 12 pm the following day a confirmation of the report in the New York Times by the French prosecutor.

    Cockpit, the German Pilots Association, has said that French prosecutors have been premature to conclude that the co-pilot of a Germanwings airliner locked himself alone in the cockpit and flew it deliberately into a mountain in the French Alps.

    Cockpit said the analysis of the voice recorder did not supply enough evidence to support the view that Andreas Lubitz, the co-pilot, caused the crash in a suicide act. The flight data contained in a second black box still needs to be analysed. The black box of the flight recorder was recovered but without the memory card.

    “There are still many unanswered questions,” said Markus Wahl spokesperson from Cockpit.

    “We shouldn’t draw any premature conclusions on the basis of incomplete information. Only when all the data has been analysed will we be cable to understand the reasons for this tragic accident,” said Ilja Schulz, President of the Cockpit association.

    „What is the basis for claiming, for example, that the descent was started intentionally?” asked Jörg Handwerg dem Handelsblatt (Online-Ausgabe). „In our opinion, other factors than an intentional descent are possible.”

  • theunhivedmind

    Top German politicians and aviation experts doubt official narrative of Germanwings crash

    March 27, 2015

    A top German polticians and aviation expert expressed doubts on the version offered by the French prosecutor into the cause of the crash of the Germanwings airbus in one of Germany s most popular talks shows last night.

    Aviation journalist Andeas Spaeth expressed surprise that French prosecutors claimed to have found the cause of the crash within two days only on the basis of their analysis of a voice recorder.

    “It is strange that the prosecutors gave such precise results in such a short time,” he said.

    Dr Peter Ramsauer (CSU), Chair of the Committee on Economic Affairs and Energy in the German parliament, dismissed the conclusions of the French prosecutors, observing that prosecutors had often been proved to be wrong (thinking of German prosecutors smear campaign against former President Chrstian Wulff?)

  • theunhivedmind




    The University Clinic in Dusseldorf has denied media reports that Germanwings co pilot Andras Lubitz was being treated for depression. A clinic spokesperson said Lubitz was a patient, but he was being treated for another reason.

    Contrary to media spin, there are many indications that Andreas Lubitz was not depressed. He had, for example, recently gone to the trouble of renewing his glider pilots license, not the act of a suicidal man. Also, that is not the act of a man fearing he was about to fail a medical test and lose his airline pilot s license.

    Unless he was suffering from some terminal illness, he must surely have had hope recovering and regaining his fitness to fly.

    A split from his girlfriend has also been given as one reason for an alleged depression. There are cases of aggrieved partners killing their girlfriends, their rivals or even themselves in a crime de passion. But there are almost no cases where the aggreived partner kills 149 other people instead in an act of collective mass murder. Suicide is usually done on one s own.

    But would Bild newspaper and state prosecutors really tell a brazen lies about Andrea Lubitz suggesting he was hiding depression?

    Yes, dear readers, past experience shows they really would lie. They have already verifabily lied through their teeth to you before, and it cannot be ruled out they are lying through their teeth again in order to give the French prosecutor ammunition to close the case on the Germanwings crash in spite of the many unanswered questions.

    Take, for example, a report from Bild in November 2009 claiming I hadn t filed any charges on Bio terrorism against WHO, Barack Obama and the Austrian government over the Baxter birdflu contamination incident.

    Bild reporter Tim Sausen actually quotes a spokesperson from the Vienna prosecutors saying that no charges were filed.

    Below is the lie printed at the height of the swine flu vaccine campaign in November 2009 to persuade Germans and Austrians to take the untested jab…

    And here is the letter rom the Austrian health ministry dated 20th of May 2009 confirming I not only filed charges. No, the Vienna state prosecutors actually started investigating the contamination of 72 kilos of seasonal flu vaccine with the deadly bird flu virus in Baxter s biosecurity level 3 facilities in Orth as a result.

    I emailed Bild newspaper on 16th November 2009 with a copy of the above letter — see email below — and asked them to print a correction. They did reply or make the correction. Obviously, Axel Springer s newspaper did not fear a refutation from the Vienna state prosecutors. Therefore, it is reasonable to conclude that Bild newspaper and the Vienna state prosecutors must have conspired together make false statements to mislead the public.

    Given this precedent, it is not surprising there is so little trust in Bild and state prosecutors.

    Also, Bild and state prosecutors, this time in Hannover, did work together to spread misinformation and smear German President Christian Wulff, forcing him to resign.

    A court later cleared him two years later in 2014 of every charge. The judge even said Wulff should get compensation for his ordeal.

    So, yes, Bild and other media in league with state prosecutors are perfectly capable of lying to you about every single fact concerning Andreas Lubitz and his alleged depression and sick notes to provide the French prosecutor a pretext to close the case within just two days and without a proper investigation into the Germanwings crash.

  • theunhivedmind

    French pilot calls Germanwings crash bizarre, says assasination cannot be ruled out

    March 27, 2015

    Jean Serrat, a former airline captain, told France 2 the Germanwings crash was “extraordinary”.

    He said it was beyond comprehensible how a plane could descend at the rate of 1000 metres per minute without leaving its trajectory and for a period of ten minutes.

    He said that even if there had been a fire on board or the crew had become unconscious, the autopilot would have ensured that the plane maintained its altitude, thereby avoiding an impact with the mountains.

    Given all the unknown factors, Serrat said an assasination cannot be ruled out.

    “One is obliged to say this event is something bizarre… I ve never seen a plane descend without checking its route and without warning anyone,” he said.

    Crash Germanwings: The bombing of a track is “credible” to a former pilot

    Crash de Germanwings : La piste d’un attentat est “crédible” pour un ancien pilote
    Speculation is rife about the causes of the crash of the Airbus A320 Germanwings. Yesterday, Manuel Valls said “that” at this stage, no assumption can not be ruled out. “According to a former captain, the track is an attack even” a possible cause. ”

    The crash, which occurred in the Alpes-de-Haute-Provence and caused the death of 150 people, is highly suspect for Jean Serrat, former captain, who does not hesitate to speak on France 2 a crash “Extraordinary”.

    According to him, many items do not stick with a depressurization scenario, a fire in the cabin or classic accident. “Get off at 1,000 meters per minute, without leaving the path” for almost ten minutes, is incomprehensible Jean Serrat.

    “I remind you that the first thing we do when we are driver, we want to go down for a reason X or Y, everyone tells you during the first hours of the flight, immediately leave his road about 90 degrees left and 90 degrees right, “said the old driver.

    He added: “Even with a fire on board and a crew unconscious, the device autopilot would have retained its altitude (…)” There he goes down but remains in his way, and especially silent. It’s amazing! “.

    Jean Serrat was also surprised long radio silence for 12 to 13 minutes during the fall of the Airbus A320. “Assuming that an engine exploded for three minutes you are busy doing something in the cockpit, you n ‘t have the time to spend a radio message. While there is talk of a straight drop in the direction of the road, which lasts almost ten minutes, “he was surprised.

    Faced with so much uncertainty, the expert does not rule out the thesis of the attack “We are forced to say that there was something strange,” he says, adding.: “I never saw a plane go down, without deviating from its course and without warning.”

    Wednesday, March 25, 2015 – 11:02

  • theunhivedmind


    March 27, 2015

    Just two days afte the crash of a Germanwings Airbus in the French Alps, the French prosecutor and media would have us believe the case is closed. But pilots associations around the world, including IATA, are up in arms, arguing that the investigation has yet to begin.

    The first big question is what happened to the flight recorder. Pilots claim that finding the flight data is essential for determining the cause of the crash. But prosecutors claim that the memory chip was dislodged from the black box and cannot be found.

    The missing memory card raises other new questions. A black box is designed to withstand impacts of 3,400 times the force of gravity, pressure from pins weighing 500 pounds or 227 kilos penetrating it, 5000 pounds per square inch of crush force, temperatures of 2000 degrees Fahrenheit for 1 hour and submersion in a salt water tank for 30 days.

    It is not clear how a black box could be retrieved, yet the memory chip inside it could be found to be dislodged or missing.

    French prosecutors have marginalised the importance of the flight recorder by shifting the focus of their investigation from possible technical or mechanical factors to conentrate exclusively on the psychology of Andreas Lubitz, the 28-year-old German co-pilot.

    Prosecutors have argued that the voice recorder provides evidence that Andrea Lubitz locked the pilot out of the cockpit and crashed the plane in a suicidal act.

    But pilots like Peter Haisenko argue that the sounds allegedly on the voice recorder are not enough to provide a definitive explanation.

    It is not even clear whether the captain or the co pilot left the cockpit. The sounds allegedly on the voice recorder do not permit this conclusion to be drawn. It is also very uunsual for the captain to leave a cockpit during such a short shuttle flight and so early on in the journey.

    There are other questions that need to be addressed, such as

    – why did the co pilot choose to glide to destruction instead of crashing the machine more quickly?

    – why didn t he say something, some famous last words, if he was driven by a suicidal wish?

    – did he really need to fear losing his license if he did not pass a medical test or might he have simply considered taking time out and getting treatment to regain fitness? He had only recently renewed his glider plane license.

    – how could he just continue to breath regularly and normally in such a dramatic, high stress situation? Was it because he was unconscious? If so, why did the autopilot working on a fly by wire system not maintain altitude?

    – why can the passengers allegedly only be heard just before the crash when the plane descended at a rate of 1 km per minute and at an angle of 10 to 15 degrees, throwing passengers forward?

    – why was the internal phone was not used to contact the pilot in the cockpit? The sound of the phone should be audible on the voice recorder, yet there has been no mention of it by French prosecutors.

    – how come the passengers and crew didn t register the alleged battle of the captain to get into the cockpit, who was allegedly used an axe? Why didn t they join him?

    In addition, there is no proof for the French prosecutors statement that the descent was caused by the co pilot pressing the “appropriate button” to reduce altitude, notes Gerhard Wisnewski.

    Claims are based on the voice recorder, but only the flight recorder would show which buttons were pressed, and that is mssing.

    Wisnewski also notes that the co pilot did not say a word according to the official version, meaning there is is no proof of his intention to crash the plane. The co pilot allegedly can be heard breathing at a normal and regular rate throughout the glide to destruction. But normal and regular breathing does not itself prove that the co pilot was conscious, argues Wisnewski. On the contrary, it indicates instead that he was more likely unconscious. Only an unconscious person would continue to breathe in a normal and regular way when the plane they are in is hurtling into a mountainside. By contrast, a conscious person would be more likely to utter some cry or, at least, start to breathe rapidly. Physiological reflexes to dangerous situations are beyond conscious control. Adrenaline rushes to the head. Blood starts pumping faster. Breathing speeds up.

    The speed with which the prosecutor has shut the case has also raised questions.
    Alles Schall und Rauch blog notes that the results were presented within two days in this case but in the case of the crash of the MH17 in the Ukraine, an analysis of the black box is still not available eight months after the crash.

    Markus Wahl from the pilot s association, Cockpit, has cast doubt on the claim that the cockpit door couldn t be opened by the pilot. He said the door can be opened with a code.

    Alles Schall und Rauch blog also argues access to the cockpit could have been obtained through an emergency entrance or escape panel in the lower part of the door.

    Furthermore, there is access in many planes to the avionics bay, where electronics and computer system are, through panels in the floor of the cabin.

    Alles Schall und Rauch notes that pilots and co pilots are especially well trained.

    The selection process as well as continuous career monitoring, including annual health checks, are designed to identify people who might cause a plane crash through negligence or intention or lose their head in a crisis.

    Moreoever, according to the US aviation authority, the FAA, not a single pilot of a passenger plane has committed suicide in the past 20 years.

    People close to the co pilot say that they cannot believe he intentionally crashed the plane.

    Suicide bombers or terrorists usually have a political or religious motive. Most people commit suicide on their own.

    Gerhard Wisnewski points out that the Germanwings plane went “dead” as soon as it entered French airspace.

    On entering French airspace, communications were lost, the Airbus started to descend rapidly and steer straight ahead into the mountains as if it was unresponsive.

    Three French Mirage fighter jets were sent up. It is not clear if they were an emergency escort or if they were used for electronic warfare against the jet.

    The Germanwings plane had a detailed inspection just prior to the fatal flight where it’s air-worthiness was confirmed, and when ” bot ” equipment could have been installed to cause the crash.

    However, it cannot be ruled out that there was a technical or mechanical failure.
    Until the flight recorder is recovered and the facts known, the French prosecutor is just speculating. And pilots are right to complain that the French prosecutor is trying to shut the case before any real investigation has taken place.

    IATA is right to call for a civil probe into the crash. The lives of airline crews and passengers are too important to forego an opportunity to discover the causes of a terrible crash, which killed 150 people, including many school children.

    The French prosecutor Brice Robin has lost all credibility by trying to shut the case in two days with so many questions still open. He has also shown complete disrespect for the victims and their families. He should be removed from the case and even investigated to determine whether he is incompetent or compromised.

  • theunhivedmind

    In all likelihood, the cabin crew of the ill fated GermanWings flight could simply have entered the cockpit at any time. If the plane were programmed specially to disallow this normal capability of the Airbus320 series, the airline has failed to inform the public of this.

    This information is “confidential” as it would be a theoretical aid to hijackers. Problem is, there are no hijackers, only security agencies that seem to enjoy stealing planes, shooting them down or taking control of their guidance systems. The hijack scenario makes for good TV and convenient cover stories where “dead men tell no tales” and crash scenes are always quickly secured and “seeded” as needed.

    Our suicide story is just a new twist on an old tale.

    In order to add to the explosion of information about the recent air event over France, we have done some simple research on the operation of the cockpit door of an A320. We have published, below, the operations manual. We also have the following language, taken from the flight crew manual used by Royal Jordanian Airlines, an organization kind enough to have passed this on:

    Ident.: DSC-25-11-10-00001006.0001001 / 09 OCT 12
    Applicable to: MSN 2649-3685, 4670-5367
    A forward-opening hinge door separates the cockpit from the passenger compartment. It has three electric locking strikes, controlled by the flight crew. In normal conditions, when the door is closed, they remain locked. When there is a request to enter the cockpit, the flight crew can authorize entry by unlocking the door, that remains closed until it is pushed open.When the flight crew does not respond to requests for entry, the door can also be unlocked by the cabin crew, by entering a two to seven-digit code (programmed by the airline) on the keypad, installed on the lateral side of the Forward Attendant Panel (FAP).

  • theunhivedmind

    March 27, 2015

    Obama Rages Over Germanwings Plane Shootdown, Refuses To Meet NATO Leader

    By: Sorcha Faal, and as reported to her Western Subscribers

    A new report released by the Foreign Intelligence Service (SVR) today states that President Barack Obama became so enraged upon learning that a NATO forces “war game” on Tuesday downed Germanwings Flight 9525 over southern France, killing all 150 aboard, he shockingly refused to meet this Western alliances top commander, Secretary General Jens Stoltenberg despite repeated requests to do so.

    The NATO war game shootdown of Germanwings Flight 9525 (US Laser Test Destroys Germanwings Airliner Killing 150 Innocent Civilians) the Ministry of Defense (MoD) had previously reported was due to a failed US Air Force test of its High Energy Liquid Laser Area Defense System (HELLADS) attempting to shoot down an ICBM reentry vehicle simulating a Federation nuclear attack upon Aviano Air Base in Italy.

    The SVR in their report notes that President Obama became aware of the dangers this war game laser test posed to civilians airliners earlier this month after a similar test nearly caused the destruction of Lufthansa Flight LH1172 over France barely two weeks ago, and which exactly like Germanwings Flight 9525 on Tuesday, rapidly plummeted towards the ground before its pilots/controllers were able to regain control.

    Most interesting to note in this SVR report, however, are its technical contradictions to what it calls the “massive cover operation” being employed by Western intelligence agencies to keep their citizens from knowing the truth of what happened to Germanwings Flight 9525, and are, instead, blaming everything on its co-pilot, Andreas Lubitz.

    The cover operation being implemented against the Germanwings Flight 9525 disaster, this SVR report continues, is being conducted by a specialized intelligence unit of the United States Federal Bureau of Investigation (FBI) called to the scene by the European Union, and who, like in all previous incidents of this kind, and without knowing any facts, forcefully assert that the incident/disaster was not caused by terrorism.

    Contradictorily though, SVR experts in this report state, while on the one hand stating their assurance that this airliner was not downed by terrorism, these Western intelligence agencies, headed by the FBI, have now begun to flood their nations media with reports that co-pilot Lubitz was, indeed, a terrorist…who locked his own planes pilot out of the cockpit, then set it on a deliberate course causing its obliteration upon a French mountainside.

    With visual evidence of the Germanwings Flight 9525 crash site showing it rained down in thousands of pieces causing a massive debris field covering hundreds of acres across numerous mountain ranges, and with no one single impact point being able to be identified, which can only lead to the logical conclusion that it exploded in the air, this report says, the main goal of the Western intelligence agencies cover operation is to shift their publics attention away from what their eyes are telling them, forcing them to, instead, concentrate their minds on the “scapegoat” terrorist.

    This long known cover operation tactic, this report explains, was, perhaps, most successfully used during the 11 September 2001 attack upon the US Pentagon when the American people were “convinced” that a hijacked airliner had struck it, in spite of the first CNN report stating it didn’t happen, and photographic evidence showing the hole left in that massive building was the size of a cruise missile, not an airliner.

    Even more concerning of this cover operation, SVR experts in this report say, even if co-pilot Lubitz had initiated a Controlled Flight Into Terrain (CFIT) of Germanwings Flight 9525, the Lufthansa Aviation Center (LAC) at Frankfurt Airport would have detected it immediately via their Aircraft Communications Addressing and Reporting System (ACARS) and corrected it remotely.

    To the high technical proficiency of Lufthansa monitoring their aircraft, this report says, can be read in their own words of how their Aviation Center operates:

    “Constant monitoring of all aircraft in the Maintenance Control Center Lufthansa Technik’s Maintenance Control Center monitors the technical status of the serviced aircraft worldwide, both on the ground and in the air, and controls necessary procedures. The structural statuses of the aircraft and the due dates for required and planned modifications and tasks are constantly tracked and monitored.

    Everything that is part of fleet management is controlled here around the clock and around the world. At the Lufthansa Traffic Control Center in Frankfurt, staff compile all required data on the Lufthansa fleet operating worldwide using what is known as the ACARS system (Aircraft Communications Addressing and Reporting System), a data network using HF radio and satellites, and analyze it. Potential faults are immediately detected.”

    With the Lufthansa Aviation Center, therefore, able to “immediately detect” and “control necessary procedures”, even of their flights in the air, like Germanwings Flight 9525, this report notes, it is inconceivable that they would fail to notice one of their airliners plummeting towards the ground in southern France and not remotely take control of it before it crashed.

    In fact, so critically important to Lufthansa that it be able to control its airliners remotely in case of a crisis/emergency, this report says, was the deciding factor of their Airbus airliner purchases due to this aircraft having the worlds most sophisticated fly-by-wire (FBW) system that replaces the conventional manual flight controls of an aircraft with an electronic interface.

    In a fly-by-wire system, this report explains, the movements of flight controls are converted to electronic signals transmitted by wires (hence the fly-by-wire term), and flight control computers determine how to move the actuators at each control surface to provide the ordered response. The fly-by-wire system also allows automatic signals sent by the aircraft’s computers to perform functions without the pilot’s input, as in systems that automatically help stabilize the aircraft, or prevent unsafe operation of the aircraft outside of its performance envelope.

    With Germanwings Flight 9525 clearly operating unsafely “outside of its performance envelope”, and with the Lufthansa Aviation Center monitoring it in real time and able to control this aircraft without the pilots input via its FBW system, this SVR report says, clearly shows that this airliner exploded in the air and was unable to be remotely controlled…and as the visual crash site evidence proves too.

    Most unfortunately, however, this report concludes, is that the Western peoples will never know the truth of what happened to Germanwings Flight 9525 as their war mongering governments, that have killed over 2 million during the last decade, know the backlash they could expect should the truth be known.

    Sadly though, this massive propaganda cover-up of the total destruction of Germanwings Flight 9525 won’t affect Iranian sports journalist Hussein Javadi, who took the last haunting photograph of this doomed aircraft as it began its last journey. Everyone else, of course, should start preparing themselves for all the sensational news soon to come supporting the cover-up…after all, these monsters have proved it works, and the people have more than proved they’re content with lies.

  • theunhivedmind

    Catching a Lufthansa Airbus A321’s Rapid Descent Live

    By Jason Rabinowitz on May 14th, 2013

    Watching airline activity live via social media can have interesting consequences. Last week, I happened to see the #7700 tweet [which are tweets that are auto generated that go out any time an aircraft in coverage squawks 7700] from as soon as it was posted and went to check out what was happening. Normally when you catch these emergencies, not much happens immediately, and the aircraft either continues on to its destination, or diverts to another airport.

    This time I noticed that the aircraft immediately entered a very rapid descent [see an image of normal descent]. In my experience, something like that is usually caused by a loss of cabin pressure, where the pilots level off at 10,000 feet to asses the situation. However, this aircraft passed 10,000 and continued to rapidly descent, which was worrying. Was this a huge emergency, website error or just standard procedure for some issue on the flight?

    There were a few moments where I thought I may have been watching a crash of some sort occur in real-time, from thousands of miles away. But thankfully, the pilots were just quick acting, and diverted to a nearby airport.

    Lufthansa confirmed to that LH1172 had 151 passengers on board and the captain decided to stopover in Nantes (NTE), France, “due to a medical case (sick passenger).” They confirmed that there was no emergency requested and that the aircraft landed safely .

    Watching an emergency occur in real-time and not knowing the outcome at the time is strange. Yes, it lets me break news, literally, as it is happening, but the feeling of not knowing what is truly going on with an emergency aircraft, it’s not a good one.

  • theunhivedmind


    March 28, 2015



    Sensationalist claims by an ex girlfriend that German co pilot Andreas Lubitz was “planning something spectacular” are making the front page of the mainstream media such as The Telegraph today. They are designed to distract us from the really crucial fact in this case, namely, that the memory card of the flight recorder black box of the Germanwings Airbus was stolen, as Mike Adams points out. See his report below.

    For all we know Lubitz might have been planning a spectacular round the world journey in a glider plane for charity. The views of an ex girlfriend are surely of marginal relevance. Relevant is the information on the memory chip of the black box containing the flight recorder. Important is a forensic examination of the black box to determine how the chip was stolen and who did it.

    As this blog has observed, the French prosecutors explanation of the crash resembles a third rate movie script. Now we have found the script complete with angry girlfriend. The film Wild Tales, which exactly parallels the official version of the Germanwings crash, is set to be released in the UK today. Coincidence or predictive programming?

    “Argentinian film Wild Tales features a mass killer who locks himself in the cockpit of a passenger jet and crashes it in to the ground to murder everyone on board.

    In terrifying scenes the fictional passengers panic and one tries to smash his way through a door to get to the controls in chillingly similar circumstances to the ill-fated Germanwings Airbus A320 flight. “

    The film features passengers panicking because that is how passengers would behave in this scenario. But in the French prosecutor s fictional version, all passengers sat in complete silence during an 18 minute glide to destruction, involving a steep descent at 10 to 15 degrees at 1,000 meters per minute through cloud cover, into the Alps while accompanied by Mirage jets. That is implausible.

    But if the passengers had been admitted to have been heard screaming on the Germanwings voice recorder, then the question would have arisen why none of the passengers texted or phoned their relatives and why none joined the pilot in trying to break down the cockpit door.

    Much more likely is that the passengers did panic during the steep descent and did try to send text messages. But that the signals were jammed. French air traffic control would surely have picked up these jammed signals, wouldn t they?

    The prosecutors and media are not offering us a serious investigation. They are serving up Wild Tales of speculation, fiction. The sensationalist claims of the angry ex girlfriend character, also featured in the film, are just part of that fiction. The Wild Tales film indicates the Germanwings crash cover up was planned in advance. The Globalists may have singled out Andreas Lubitz for his role a long time ago without his even suspecting it.

    The media want us to incite emotions in the public by sensationalist claims. We need to focus on the objective, verifiable facts. We need to focs on the back box flight recorder. We need to find out more about why the memory chip is missing.

    The big question is: who stole the memory card? Why is the prosecutor not investigating? Is he tampering with and withholding evidence not just about the voice recorder and missing memory chip but also radar records and aircraft control tower communications? Certainly, he seems to be wilfully basing his whole case on a voice recorder, which may have been tampered with, while ignoring all the other evidence.

    Read more:

    Black box memory card stolen from crash site of Germanwings jetliner? Plausible cover-up theories now taking shape
    Wednesday, March 25, 2015
    by Mike Adams, the Health Ranger

    What the New York Times is now asserting, against all known laws of physics, is that a black box was found, it was opened, the memory card was missing and therefore it must have been “thrown loose or destroyed.”

    Consider the unlikelihood of such a claim being true. It mirrors the similarly ludicrous claim after 9/11 that the terrorist’s passports survived the crash and were found on the sidewalk below the building… but the aircraft black boxes were all destroyed in the crash, of course. And like magic, we’re all supposed to believe that U.S. passports will survive an extremely hot explosion that melts steel girders and collapses buildings, but a black box — which is DESIGNED to be blown up and still survive — somehow “lost” its memory card as a jetliner descended into terrain.

    How convenient.

    The far more reasonable explanation, of course — which also happens to be aligned with the laws of physics — is that someone took the memory card out of the black box, which is why it’s no longer in the black box.

    You don’t have to be a rocket scientist to figure out that the only reason someone who remove the memory card from the black box is because they won’t want the world to find out what’s on the memory card.

    And what is stored on these memory cards, exactly? Audible recordings of the flight deck and a detailed digital log of every flight command, environmental variable, flight control surface, altitude, heading, airspeed and everything else you might imagine is important in an airliner crash investigation. Black boxes contain all the data needed to entirely reconstruct the accident and find out what happened.

    If someone carried out the attack on purpose, they could have easily been pre-positioned on the ground, ready to rush to the wreckage and pull the memory card. Black boxes are not terribly difficult to find if the wreckage is sufficiently broken apart. They’re bright orange and unmistakable to identify, even in a pile of wreckage. They are designed to scream out “FIND ME!” in a mass of rubble. Because of the rugged terrain, it took rescue workers many hours to even arrive at the scene, leaving plenty of time for someone with a pre-positioned ground-based scout team to reach the wreckage first.

    Learn more:

  • theunhivedmind

    More questions emerge: Why has no picture of the black box with the missing flight recorder been released? Who is the girlfriend?

    Mar 29 2015










    “The woman, a flight stewardess named only as Maria W., said he told her he was receiving psychiatric treatment and would wake up distressed in the night during their five-month relationship in 2014.

    “At night, he woke up and screamed: ‘We’re going down!’, because he had nightmares,” she said. “He knew how to hide from other people what was really going on inside.”




  • theunhivedmind


    March 28, 2015



  • theunhivedmind


    March 28, 2015


    General Jean-Pierre Michel, head of the criminal police of the French gendarmerie and a specialist in plane crash investigations, has said that the personality of the co pilot Andreas Lubitz will not be the only focus of the investigation.

    The shift in the inquiry comes as German police denied media reports that Lubitz had been suffering from a psychiatric disorder.

    Michel, who yesterday joined the Duesseldorf police team, stressed the importance of the second black box for determining whether the crash “was a voluntary action or an involuntary error or a technical failure.”,2010004.php

    Michel s factual approach may yield insights into whether the technical failure was accidental or the result of a deliberate act.

    Two hundred German police are now investigating the Germanwings crash as part of Operation Alpen.

    I hope some of of those two hundred police think to question staff at Axel Springer s Die Welt about a report on the crash two days before it happened.

    A couple more police may be needed to guard Michel to stop him being found shot dead in his office in the same way as the high ranking French police officer Helric Fredou investigating the Charlie Hebdo false flag. He was found shot dead in his office after an argument with his superior about who could write the final version of his report.

  • theunhivedmind

    French nuclear reactor was located on the flight path of the Germanwings plane

    March 28, 2015

    The Germanwings Airbus crashed at Seyne les Alpes about 100 kilometres from an experimental nuclear fusion reactor at Cadarache.

    The nuclear facility is on the flight path of the Germanwings plane.

    Cadarache is the site of a gigantic, international thermonuclear experiment, which could transform the way electricity is produced.

    France is a nuclear power with nuclear warheads and nuclear powered submarines.

    If the Germanwings copilot really was planning something “spectacular” as a girlfriend claims, and if he really was “obsessed” with the Alps and knew the region well as German media maintain, why didn t he crash the plane into the nuclear reactor almost directly on his flight path? His alleged motive does not fit his actions.

    • theunhivedmind

      Now we’re getting somewhere and it seems we may have the main reason why this Germanwings plane was targeted. The goal of the BRICS Alliance is to improve on the energy flux density with the likes of nuclear fusion and even further technologies using the mindset of the Germanic genius Johannes Kepler. Early goals of the BRICS energy flux density program is the mining of helium-3 to aid in this process. Now as you know wars are fought over resources and technologies. The Promethean Olympians desire a world of progression for mankind aided by such new and powerful technologies. The Zeusian slave masters of genocide hate such Promethean technologies because their slavery control gets demised to zero. Its time for the BRICS to come forth and destroy the current Zeusian system and thus set the people as free as the human species can possibly be. If you consider my first reply to this thread and then this reply now based on the above article from Burgermeister then I’m sure we have come up with the goods, me from one angle and her from another. So keep your eyes on these locations with the new nuclear technologies including China. I also suggest for a better understanding of what is going on today regarding nuclear energy then you should read the book by Dr John Coleman called ‘Nuclear Power: Anathema to the New World Order’.

      .·´ ¸.·★¨) ¸.·☆¨)
      ★(¸.·´ (¸.*´ ¸.·´
      `·-☆ The Unhived Mind

  • theunhivedmind

    March 29, 2015

    US Laser Test That Destroyed Germanwings, Next Plunges Holland Into Darkness

    By: Sorcha Faal, and as reported to her Western Subscribers

    A new Ministry of Defense (MoD) report circulating in the Kremlin today claims that the failed 24 March US Air Force test of its High Energy Liquid Laser Area Defense System (HELLADS) that was attempting to shoot down a simulated Federation nuclear warhead, which resulted in the downing of Germanwings Flight 9525 killing all 150 aboard, was attempted again on Friday, 27 March, but this time resulted in the catastrophic shutdown of the electrical grid in Northern Holland, including Amsterdam.

    According to this report, Friday’s HELLADS test that blacked out Northern Holland was the third of its kind performed by NATO over the past nearly 24 months, the other two having the consequence of (1.) the near catastrophic crash of Lufthansa Flight LH1172 over France in May, 2013, and (2.) the obliteration of Germanwings Flight 9525 on 24 March, again over France.

    In the May, 2013, near disaster of Lufthansa Flight LH1172, this report continues, pre-HELLADS testing by NATO in preparation for the 22 May 2013 launching of an ICBM from Vandenberg Air Force Base in California was determined by the MoD to be the cause of this near catastrophic incident where this airliner suddenly plunged towards the ground.

    Likewise, this report says, the 23 March ICBM launching for the following days HELLADS test that destroyed Germanwings Flight 9525 was then followed by Friday’s (27 March) ICBM launching that crippled Northern Holland.

    To exactly how these ICBM-HELLADS tests are conducted, this report explains, a LGM-30G Minuteman-III ICBM is fired to an altitude of 1,120 kilometers (700 miles) at a speed of nearly Mach 24 (approximately 15,000 mph) after which it deploys an Advanced Maneuverable Reentry Vehicle (AMaRV) into Polar orbit and the body of the craft falls into the Pacific Ocean.

    The AMaRV, which simulates multiple nuclear warheads, MoD experts in this report say, is then fired upon by the high-energy lasers of the HELLADS in an effort to destroy them as they attempt reentry towards their target(s).

    The “critical failure” of the HELLADS, however, this report says, has been their use upon the B-1 bomber platform, as was done in all of these tests, which aside from having to be continually tested in the days/weeks leading up to these tests, is notorious for its continued aiming failures.

    To why NATO conducted their Friday HELLADS test just 3 days after they downed Germanwings Flight 9525, this report says, was in retaliation for the Federations successful test-firing of an RS-26 Rubezh ballistic missile on Thursday.

    And as to why the Western people aren’t being told the truth about NATO’s HELLADS being the cause of the Germanwings Flight 9525 shootdown, the Foreign Intelligence Service (SVR) had previously reported on detailing the massive cover-up operation now being implemented by Western intelligence agencies accusing this airliners co-pilot as being responsible for this disaster.

    However, this MoD report points out, the recovered audio from Germanwings Flight 9525 clearly shows the opposite of what the Western propaganda media have been reporting in that the “screams of passengers” are heard first, then they go silent and the noise that follows is of “crunching metal”, cockpit alarms, and indecipherable radio chatter before all goes silent…all indications, experts in this report point out, that this airliner suffered a catastrophic failure killing all passengers and crews first, after which the airliner exploding in air…and as the debris field proves it did.

    As has been proven in other such disasters as Germanwings Flight 9525, this report concludes, there is no likelihood of the Western governments ever telling their people the truth about what happened as evidenced by their continued cover-up of the Malaysia Airlines aircraft shot down by a Ukrainian fighter last year…and which Foreign Minister Sergei Lavrov warned again on 19 March that the Western media have ignored officially documented information from eyewitnesses, previously obtained by Russian media and investigators, including those indicating the presence of a Ukrainian military jet in the vicinity of the doomed flight, and still to this date the American CIA is still refusing to release their data proving this is true.

  • masonwatcher68


    Thank’s again,for getting the real truth out! I have tried to tell people,the real truth,but am laughed out,as a complete load of tosh. No one will check,anything out,and think’s the anti hi-jacking device,is laughable. Why do you praise Putin,when he is also a puppet of ROME? WW3 is planned to happen,in middle-east, and used to get rid of Rome’s enemies. Everyone is having military exercises,including the USA,with a two-month,seven states exercise from July-September(Martial Law event?).

    Have you seen,the sick paedo country,we live in, and the continued cover-up,of Royality,MPs,etc. The list,is a who’s who of puppets,Heath,Blair,Brown,etc.

    Lastly,How long do you believe petrol cars will be around,as Clegg said 2029(unless tech is advanced enough?),and California,saying they want 1.5 million electric cars,by 2025. I drive a V8,and not a silly eco-car.


    • theunhivedmind

      Vladimir Putin is not a puppet of Rome or any other Zeusian fork of the Olympians. Putin is a Promethean and I’ve been continually putting up information on this site helping to easily prove this fact. Who do you think controls the alternative media? Most of it is owned by George H.W Scherff (Bushfraud) and they train your mind to detest anyone who’s of elite status and a world leader. Scherff is always trying to poison your mind this way so when a Promethean stands out then you’ll demonize that being as many idiots are doing against the great Vladimir Putin. Why do I promote Vladimir? Well right now this world is going down faster in this Dark Age and if we didn’t have Putin around rest assured we would be in serious trouble. Putin and the BRICS Bank are the only real hope for mankind at this point in time and he is the only man who can put up a real fight to bring the real change about not even Xi could do as well as Putin. So do not demonize the man who may just change the world for the better shortly. Whats your other option? A Zeusian nightmare like never before! Right now the enemies of New Venice (not Rome) are on the up and have far better minds in charge such as Putin, Xi then nations like Iran etc. With Russia and China military alliances the New Venice enemy doesn’t have it all their own way and now with the new monetary system coming into place New Venice is quite literally done for unless it manages to trip off the WW3. Why do you think New Venice joined the AIIB? Its petrified! New Venice has to hedge their bets because their system is dead now and if they don’t get a world war 3 then they’re entirely finished but they would also like a foot in the door in case the doom happens to them and thus they can still exist to some level all be it not in the charge as before. New Venice is riddled with abusive pirates that are Zeusian and thus the lowest of the low with a mind that only a psychopathic might and I mean might understand. Petrol cars have a few years yet but I’d say from 2025 almost all new cars sold will be electric and not only that we will have the driverless cars in place from around 2029 onward to what extent I do not know. Now image if we can have the BRICS take over with all their energy flux density projects like Helium-3 aided nuclear fusion etc? Things would certainly be good for mankind and you’d see projects like Kennedy’s NAWAPA kick off worldwide. Imagine the possibilities under Promethean power! Rest assured that the new Tesla car would obliterate your V8 in a drag race at least up to 100mph maybe completely. In the future no one will own a car but instead order ‘Johnny Cabs’ like in the Schwarzenegger film called Total Recall. The only choice you will have for travel will be a bicycle but rest assured an electric motor will be strapped to it as standard and thus making it a taxable and regulated vehicle thus controlled unlike a manual bicycle. My advise is buy three or four bicycles and store them for the future. Hardly anyone will listen to you because the herd is dysfunctional and almost entirely useless today but rest assured they will leech like a parasite on the BRICS when it comes in and personally I do not think they deserve to get the benefit of our hard work unless they put the effort in. Therefore many of those who are informed but deny should end up sinking with Zeus. These types of herd are more of a hindrance and do nothing but aid the Dark Age.

      .·´ ¸.·★¨) ¸.·☆¨)
      ★(¸.·´ (¸.*´ ¸.·´
      `·-☆ The Unhived Mind

  • theunhivedmind

    The Facts about Germanwings Flight 9525. Families of the Victims, YOU Should Pay Attention to This!

    April 1, 2015 truthsector

    Apparently there were also early reports regarding (a) missing memory card(s) from the flight data recorder. Such a data storage card cannot simply eject during a severe crash. The FDR is specifically designed to protect the memory card(s) in order to be retrieved for inspection after a crash happens. The fact that the memory card(s) is/are missing points to deliberate removal of the said device(s). Why would it be so important to anyone or any agency to get rid of the memory card(s)? Because they would prove that not the pilots themselves had deliberately crashed flight 9525 into the Alps, a point I have already made in my report earlier.

    On top of that we also have Lufthansa now coming out claiming that the “second Germanwings black box may never be found.” A most convenient future projection when the truth about flight 9525 needs to be buried for good. All we have now in relation to the black boxes of D-AIPX is a fabricated transcript of the cockpit voice recorder.

    April 1, 2015

    This investigative report about Germanwings flight 9525 is being published specifically for the families and friends of the victims who were on board of D-AIPX during its final flight.

    I can report to you with great certainty that what you have been told by Germanwings, the media and your governments is not the truth about flight 9525 that carried your family members and friends. I will show you through the use of the “official narrative” and documentation why exactly I am sure that you haven’t got the facts yet from official sources.

    As you are well aware, all the attention is being focused on the co-pilot of flight 9525, allegedly because he deliberately crashed the aircraft into the Alps. In addition, you are being told that he locked the captain out of the cockpit in order to complete his suicide mission.

    I will confirm for you that that is utter rubbish!

    First of all, the captain, of all the persons on board, would have the most knowledge about the aircraft he is in charge of and he would be the one who is most privileged to have access to specific data regarding his aircraft in order to fulfill his responsibilities adequately.

    The captain would for those reasons without any doubt have the “two to seven-digit” emergency code that is to be entered on the keypad that is installed on the lateral side of the Forward Attendant Panel (FAP), next to the cockpit door. That same code is also provided to the cabin crew, especially to be used in emergency situations aside from requesting “routine” access to the cockpit. All the reason more why the captain would have that code as well.

    Please verify this information for yourself in this Flight Crew Operating Manual for the Airbus A318, A319, A320 and A321, more specifically on page 33 and 37. Note that flight 9525 was an A320 and that that Royal Jordanian operating manual is provided on the website of the Arizona University:

    I do, on the other hand, understand that that information in that manual mentioned above may not be enough to convince you 100% that you have been asking the wrong questions and that you have been receiving false information from official sources, which is why you should also be aware of the following facts.

    In the event that in-flight medical emergencies occur on board there are several communication installations at the disposal of the flight crew, who through these can contact emergency medical service providers. These installations also include satellite phone, high frequency (HF) or very high frequency (VHR) radio phone and patch through an ARINC station or by means of Aircraft Communications, Addressing and Reporting System (ACARS) equipment. This confirmed information is provided by Eurocontrol through the SKYbrary Aviation Safety website.

    This is very important information because it literally shreds the official explanation of the flight crew not being able to communicate with ground controllers and services to report the emergency.

    Now, when neither the emergency code for the cockpit door or the medical emergency communication equipment worked then all there is left to do is ask the questions: Who sabotaged, hacked or overruled these emergency measures? Why is this crucial information not being discussed by any official source? And: Who else than the pilots of flight 9525 crashed the aircraft purposely into the Alps and why?

    Although in some media outlets it is mentioned that “secret code mechanisms” allow “a person outside the cockpit to turn off the access blocking,” they completely ignore the very purpose of the “two to seven-digit” emergency code that allows the flight crew to enter the cockpit, especially in situations where the aircraft is heading towards its complete destruction. It is for such situations, where the pilots can no longer control the aircraft or where “terrorists” want to deliberately crash the aircraft into buildings or populated areas, that the flight crew has been provided with this power. In order to be allowed to try and avoid crashing or losing the plane. That is the very purpose of such an emergency code, if not then the whole idea and concept of such a “two to seven-digit” emergency code would be completely worthless. Not a single airliner would even install the mechanism, let alone spend money on it because it would basically mean that any aircraft, such as D-AIPX, can be deliberately crashed by all pilots at any time. Such a safety mechanism would then actually be a safeguard that fully ensures that a pilot can actually crash his plane on his command and as he pleases, making the airline company itself the true terrorist in such events – for they would then be facilitating the deliberate crash and thus the possible attack with an aircraft.

    On top of that, the whole debate of whether or not it would have been better to have a flight attendant in the cockpit, when one of the two pilots left the cockpit, is completely irrelevant and a derailing attempt at best, for at least two reasons.

    • Should it be so that the co-pilot was determined to crash his aircraft deliberately then the first thing he would do is take out the first obvious obstacle: the flight attendant in his cockpit! He’d kill the attendant on the spot or knock him or her out. Leaving an extra set of eyes and hands completely useless.
    • The airliners know very well that there is no need for a flight attendant since the cockpit door can in emergency cases be opened from the outside through the use of the “two to seven-digit” emergency code. If not then the whole mechanism is merely a cool aviation gadget that all airliners should get rid of immediately since it directly implicates them in deliberate crashes and possible targeted attacks.

    Given that the official narrative has been checkmated so far, we can also look at additional clues and facts that eventually will entirely shred the remaining credibility that is left of the official story.

    Forget about the co-pilot being on a suicide mission, the medical emergency communication equipment would have allowed the flight crew to at least contact ground bases the very moment they were aware that their aircraft was heading towards an Alps crash scene. Such calls never took place and even if they did they are not being reported by anyone, and if so there is an obvious reason for it.

    The very fact that the official narrative has been checkmated provides a legitimate reason to revisit the earliest reports. One of those media reports suggested that flight 9525 had been escorted to its death by military jets.

    flight 9525, germanwings, d-aipx, alps

    flight 9525, germanwings, d-aipx, alps

    Is that a factual and relevant early report by Daily Mail? Well, the fact that those fighter jets have been redacted from the original text shortly after it was first published makes it all the more interesting to pay attention to. Certainly when keeping the other information, earlier in this Truth Sector report, in mind. As far as the official story goes, no fighter jets have been credited for reporting flight 9525 as it was heading for a crash, nor for attempting to stop the crash of D-AIPX. Even though numerous eyewitnesses have reported seeing fighter jets in the very area before and after the crash, allegedly.

    Based on the wide and deliberate information blackout concerning the events surrounding flight 9525 one can easily come to the conclusion that parallels can be drawn with 9/11 (September 11, 2001). Then too the control of airplanes “was lost.” Many have already documented that those 9/11 planes were very likely remote controlled as they headed towards the WTC towers. Pilots and documents have shown that remote control technology was and is aboard commercial aircraft, specifically to avoid deliberate crashes and “terrorist attacks.”

    Yet, there is another parallel to be drawn between 9/11 and Germanwings flight 9525: Israeli involvement.

    Where Israeli involvement during 9/11 can also be proven by the Israeli agents who were sent out in advance to actually film the airplanes crashing into the WTC towers – obviously only possible when there’s foreknowledge of the coming events – and by the fact that Odigo [1, 2] was used to inform Israelis and jews about the coming attacks in New York, so can the Israeli security company Athena ISS/GS-3 its involvement in the creation of “hijack-proof” airplanes for Airbus be proven.

    Israeli-Powered Dream Team to Create a ‘No-Hijack’ Plane of the Future

    “Athena joined SAFEE at the very beginning even before it was authorized by the EU” – Omer Laviv

    Why is this crucial information? Because it was already known prior and on 9/11 that commercial airplanes could be controlled remotely in order to allow ground control to take over the controls of airplanes in the event of a hijacking or emergency, now we also have this backed up from a slightly different perspective and with a more recent fact-based publication (2004-2006) that describes an EU funded project.

    Be reminded that by now the Israeli intelligence agencies have practically unlimited access to the very backbone of about any installation one can imagine, be it the internet [1, 2, 3], other communication systems and even nuclear facilities (Fukushima 3/11, MAGNA BSP, Siemens SCADA, Stuxnet). They also spy on foreign governments and their buildings through documented cases of wiretapping, they send their agent provocateurs to places like Ukraine to destabilize countries and cooperate with neo-nazis, they produce fake ISIS beheading videos, quite frankly they pretty much control most narratives that you and I consume through the mainstream press. Why should Germanwings 9525 be any different?

    The fact that Mossad front companies like Athena GS-3 [1, 2] have access to Siemens its SCADA operating and monitoring systems gives them by definition access to and control over entire airports, railway systems, power and telecom infrastructures and everything in between, all around the world. They truly are the sixth and all-seeing eye, a documented fact that no one can debunk.

    However, another possible and deliberate foreign involvement – sabotage – in D-AIPX’s last flight, may be hiding in clues regarding the A320 its DEOS real-time operating system manufactured by the American DDC-I of which the Israeli company Itec is a representative. Can having (remote) access to the DEOS of an Airbus A320 result in a deliberately caused crash, beyond the control of the pilots on board? I’m not an expert on this but that question is nevertheless very interesting and begs to be asked and answered. From what I understand it is not impossible to corrupt the DEOS purposely and thus when controlling that, one controls the plane and the rest of its future, as short as it may be.

    In addition, DDC-I is also a partner of Freescale and we know that at least some important Freescale employees were on board of Malaysian Airlines flight MH370, an airplane that also found a mysterious final destination. Not to mention its identical twin and the “fake-legs guys” that were being fronted as being the terrorists who allegedly caused the plane to crash in the ocean. Also that had “Mossad” written all over it.

    There are once again simply too many loose ends that point to foreign involvement and possible sabotage and to the fact that Israeli intelligence keeps popping up all the time. That makes it all even more suspicious.

  • theunhivedmind

    Germanwings plane crash: Andreas Lubitz supporters claim co-pilot has been framed by airline to cover up mechanical failure

    Conspiracy theories begin to emerge as investigators continue to search for Flight 9525’s crucial second black box

    ADAM WITHNALL Author Biography Tuesday 31 March 2015

    Supporters of the Germanwings crash co-pilot Andreas Lubitz claim he may have been framed as responsible to cover up a major mechanical failure.

    A Facebook group that reportedly includes hundreds of people from the pilot’s hometown of Montabaur in Germany has been set up under the title “Andreas Lubitz A320, wir sind gegen die Hetzjagd (We are against the hunt)”.

    In it, friends, neighbours and supporters of the pilot observe that it is “suspicious” that investigators have still found only one of the plane’s black box recorders from the crash site.

    And they claim that the voice recordings from the one they have found may have been tampered with to reflect badly on Lubitz.

    Prosecutors and the airlines involved have said Lubitz’s actions must be accepted as the most likely cause of the crash that killed 150 people, and that a probe into the incident will mainly focus on “systemic weaknesses” like cockpit door locks and psychological testing that might have led to the disaster.

    But according to an analysis of the Lubitz support page by Vocativ, some theorise that this line of inquiry is designed to distract from mechanical problems with the plane and make Lubitz “the fall guy”.

    One hinted that Lubitz’s girlfriend might have been paid to say he had once told her he was planning to do something dramatic “so people remembered his name”, while another, a Montabaur resident claiming she was a classmate of Lubitz, wrote: “I believe in the innocence of Andy!”

    Lubitz’s family appear to have requested Google blur out the pilot’s former home from its Maps service, a request which has reportedly been complied with under Germany’s strict privacy laws.

    And at the weekend, the pastor of a Lutheran church in Montabaur said the community there had vowed to stand by the pilot despite the overwhelming evidence against him.

    Pastor Michael Dietrich said he had known the 27-year-old since he was a teenager, when he attended religious education, and that he also knew his mother who lived and worked locally.

    “I know her and her family,” he told the Associated Press. “This does not make sense. It is incomprehensible for me, for us, for everyone who knew her and the family.

    “For us, it makes it particularly difficult that the only victim from Montabaur is suspected to have caused this tragedy, this crash – although this has not been finally confirmed, but a lot is indicating that – and we have to face this.”

    Flowers at the air crash memorial to Germanwings Flight 4U 9525 in Le Vernet, south-eastern France Flowers at the air crash memorial to Germanwings Flight 4U 9525 in Le Vernet, south-eastern France He said there has been no direct contact with Lubitz’s family up until now, but he believes they are being supported.

    “The co-pilot, the family belong to our community, and we stand by this, and we embrace them and will not hide this, and want to support the family in particular,” he said.

    “From what I’ve heard, there were no obvious signs that there is anything in the background that could lead to this,” he added.

    A spokesperson for Lufthansa dismissed the theories as “rumour” adding that “no one from Lufthansa ever had access to the voice recorder after the crash and before the press conference in France”. The airline has said previously that it accepts the account given by French prosecutors at that conference, and has offered its condolences to the friends and families of the passengers and crew.

  • theunhivedmind

    German media circus over Germanwings crash backfires

    Vinzenz Wyss, Professor of Journalism in Zurich, has said that public criticism of the media has reached a new dimension in the case of the Germanwings crash.

    Using tens of thousands of tweets, facebook likes and comments, Germans have launched an unprecedented barrage of criticism against the mainstream media for their distortion of the truth.

    FAZ noted that “everyone is a media critic.”

  • theunhivedmind

    Bild sales take a knock over Germanwings misinformation campaign

    Newspaper sellers are abandoning Bild after the newspaper spearheaded a campaign of misinformation about the Germanwings crash.orma

  • theunhivedmind

    Prosecutors say no sign of problems by the Germanwings co pilot

    You wouldn t believe it following the media circus on the Germanwings crash, but the Duesseldorf state prosecutors cartegorically denied on Monday that they had found any sign that co pilot Andreas Lubitz had problems which could explain his alleged suicidal act.

    In a press release, prosecutors stated: “In particular there is still neither a sign of a verifiable announcement of an intention to commit such an act nor has any confession been found. Equally, there is no indication in the immediate personal and family environment or at the workplace that give any plausible clue as to a possible motive.”

    They said medical notes do not document any organic illness.
    The co pilot did undergo psychotherapy many years ago before he obtained his license, but prosecutors said that since there had been no sign of suicidal tendencies or aggression in Lubitz who had regular medical check ups.

    The fact that Lubitz was identified as suicidal many years ago and successfully treated, actually proves that the current system of handling depression works.

  • theunhivedmind

    Retired Lufthansa pilot: “We don’t know anything about the Germanwings crash”

    Peter Haisenko, a retired Lufthansa pilot, analyzes the inconsistences and contradictions in the alleged transcript and audio files of the voice cockpit recorder belonging to the crashed Germanwings plane.

    He concludes his interview with Ken Jebsen by saying that the only certain thing we know is that a Germanwings plane crashed in the French Alps and 150 people were killed.

  • theunhivedmind







    The French prosecutors seem to be aware of the wave of disbelief with which their first official version of the contents of the Germanwings voice recorder were greeeted in the internet, and to have changed the content to accomodate the criticisms. But the changes contradict the first official version and are inconsistent.

    The frequesnt changes in the official story and many the inconsistences in the transcript and audio files leaked over the weekend to the media will only serve to create ever more suspicions about the events.

    The black box audio file is the main proof presented by French prosecutors that co pilot Andreas Lubitz locked the pilot out of the cockpit and deliberately crashed the Germanwings plane into a mountainside in the French Alps, and have become the focus of analysis.

    As this blog, and other blogs have noted, there is not a shred of evidence to back up this claim in the contents of the voice recorder as described by French prosecutor Brice Robin.

    For example, Robin claimed on Thursday, 26th March, that Andreas Lubitz was breathing steadily and calmly in the final moments of Germanwings Flight 9525 and his breathing was the only sound from within the cockpit that the voice recorder detected as the co­pilot sent the plane into its descent.

    But many have noted, including retired Lufthansa pilot Peter Haisenko, that breathing in a calm and steady way in such a dramatic and deadly situation, indicates rather that the co pilot was unconscious.

    Also, Robin said that the passengers screams can be heard in the final moments before the plane slammed into the mountainside.

    “I think tha the victims didn t become aware of the situation until the last moment, the very last moment. On the tape, their cries intervene at the very last instant,” Robin said.

    “Their cries can t be heard until the very last moments,” he said in a video posted on Le Figaro.

    Just how improbable this is can be seen when we consider that the plane began a steep descent lasting ten minutes according to the official version.

    The rapid rate and steep angle of the descent would have pushed passengers forward in their seats and sent unsecured trolleys rolling down the aisle.

    It is, therefore, simply not possible the passengers were not aware that something was seriously wrong almost immediately.

    Perhaps after reading comments on the internet pointing out how improbable the official version was, given the speed and duration and steepness of the descent, the newly released transcript has been tampered with to take into account the panic of the passengers.

    Now, the transcript of the voice cockpit recorder reveals the passengers to have screamed at least six minutes before the impact, not moments before it happened. The Daily Mail translated the BIld transcript. It says shortly after 10 30 am, the pilot bangs on the door and yells. “For God s sake, open the door!”

    “In the background passengers can be heard screaming,” says the Mail on Sunday.

    In addition, two intriguing audio files have appeared in the media which were allegedly leaked.

    The problem is the audio files also contradicts the first version of Robin.

    First, no breathing can be heard on the audio files. A key claim of Brice Robin is that the regular, calm breathing that can be heard from within the cockpit proves that the co pilot was conscious to the end, and through a deliberate act, refused to open the door of the cockpit, and activated the button that resulting in a loss of altitude, destroying the plane.

    In fact, calm breathing in such a dire situation suggests the opposite, namely, that the co pilot was unconscous.

    Also, Alles Schall und Rauch blog points out that the noise level in a cockpit is about 72 decibels, which is the noise of street traffic at ten metres distance. So the claim that the pilot s breathing could be heard was never credible.

    Screams of passengers can be heard at the beginning of the audio together with knocking, diverse bleeps and a Pull up warning just 50 seconds before impact ( a bit late?). But these sounds could be taken from anywhere.

    The motivation for portraying the pilot as silent is obvious. If his voice were to be heard on the voice recorder, relatives could immediately recognize it as a fake or not. But the problem with not having any voice at all is that there is no evidence that the co pilot was conscious.

    The transcript of the final minutes also raises big questions, because the information revealed in it again contradicts the official version first offered by Robin.

    Furthermore, none of the alleged actions ascribed to Lubitz and the pilot such as pushing buttons to reduce altitude or identifying themselves to cameras can be proved from a voice recording. Only the flight data recorder could show which buttons were pushed in the cockpit, but this recorder is suddenly missing altogether.

    In the transcript the passengers start to scream shortly after the descent starts, although prosecutor Brice Robin said, as noted, that the passengers could only be heard screaming just before impact and that they probably weren t aware of what was happening until the last moments.

    The motive for not having the passengers scream until the final moments before the impact is obvious. It would explain why none of them used their mobile phones to message their parents. Now, the transcript portrays the passengers as screaming very early on in the descent, that very question has to be asked again.

    There is, in fact, no explanation for why 149 panic stricken passengers and crew would not seek to use the board, satellite, mobile phones to raise the alarm unless the signals were jammed when they tried.

    Another problem with not having a voice of the co pilot is that there is no reason that the pilot should have assumed that the co pilot was conscious when he returned to the cockpit after the plane began its plunge.

    It is much more probable that the pilot s first assumption when he found the cockpit door locked would have been that the co pilot had had a heart attack or that the cockpit had undergone a sudden depressurization, knocking out the pilot, or some other event which occassionally does occur in real life.

    In fact, the last thing, he would assume is a deliberate act.
    The official scenarios is, in fact, based on the least likey explanation of them all. The transcript is based on the fact that the pilot immediately jumps to the most unlikely conclusion, namely that he has been locked out deliberately when he has no evidence for it.

    To realize just how improbable that is we just have to put ourselves in the shoes of the pilot, a man well trained, knowledgeable about the plane, and selected, presumably, for a calm and pragmatc character.

    Imagine you leave for the toilet. While you are there, the plane starts a steep descent which pushes you against the wall. You get out of the cabin to find people pushed forward in their seats, unsecured trolleys rolling down the aisle and the crew already at the cockpit door, ringing the bell and looking for you.

    “What s up?” you ask.
    “I don t know. Andreas isn t opening the door. He s not responding,” says a member of the crew.
    “Something s happened to him,” says a crew member.
    “He could have had a heart attack.”
    “We have to get into the cockpit. Where s the code?”
    “Let me try.”

    So, the pilot, crew and passengers first assumption is going to be that the co pilot has had a heart attack or there has been a depressurization event in the cockpit. Pilots train for such incidents. There was nothing in the pilots coversation with the co pilot to suggest he was suicidal, as the prosecutor also admits. Otherwise, the pilot would never have left the cockpit in the first place for a two hour flight without calling a member of the crew.

    The pilot would likely check for himself if he could get in to the cockpit. He would go to the cockpit door and ring the bell, the usual way of signalling the desire to enter. In case of no response, the pilot would then likely speak on the interphone, according to retired Lufthansa pilot, Peter Haisenko. Next, the pilot would enter the code to access the door. All these actions would be accompanied by sounds, which would be registered on the voice recorder. Apparently, there is also a code to override any blocking device as well as an emergency door panel.

    In short, there are other ways to get into the cockpit. It is improbable that pilot would have spent ten minutes standing outside the cockpit, hammering on the door, shouting at the co pilot to open it, because he had absolutely no reason to believe the co pilot was conscious and able to hear him.
    He is more likely to have said something like: “Andreas, can you hear me? Try and press the auto pilot switchback on. We re dropping fast. Just hang in there, Andreas. We ll get you out.”

    Also, the pilot and crew would have made it priority to contact air traffic control using the board, satellite or mobile telephone.

    Since there is no evidence that the co pilot crashed the plane deliberately from the voice recorder, the media have gone into overdrive, inflating the co pilots alleged depression, hyping an alleged vision problem using doubtful sources.

  • theunhivedmind

    Data recorder is key to ending Flight 9525 speculation

    29 Mar 2015

    Speculation continues to surround Andreas Lubitz, the co-pilot believed to have deliberately crashed Germanwings flight 9525, particularly about his mental health at the time the Airbus A-320 flew into a mountain.

    When questioned by AFP, French and German investigators declined to confirm or deny reports suggesting Andreas Lubitz had been treated by neurologists and psychiatrists.

    Some of the speculation is based on apparently leaked information.

    Germanwings pilot Frank Woiton is from the same German hometown of Mountabaur as Lubitz.

    “I flew with that colleague three or four weeks ago,” he said, referring to Lubitz. “I had quite a normal notion of him. He even had future plans. He said that he is happy to fly for Lufthansa that he wants to fly long distance. He wants to become A380-pilot.”

    Meanwhile, Evan Cullen, president of the Irish Airline Pilots Association said he was not happy with media coverage of the crash.

    “We still don’t know exactly what happened,” he told broadcaster Marian Finucane during an interview on RTE Radio One. “We have no technical report and we certainly don’t have a report from qualified accident investigators according to the international rules.”

    When Finucane said it seemed “a little unfair” that Lubitz had been “found guilty more or less overnight,” Cullen explained: “Where I have the difficulty is that a country such as France, which signed up to the international conventions on accident investigation and doing it properly and scientifically, has allowed a magistrate jump to this conclusion without any technical report, without any sign-off from a technical expert. They have done all of this in the absence of the flight data recorder.”

    “I’m flying airplanes 26 years,” Cullen said. “I never ever recall an accident such as this where a determination has been made by an authority in 48 hours in the absence of the flight data recorder. It is an extraordinary thing that’s happened.”

    A chief French investigator said on Saturday it was too early to rule out other explanations for the crash.

    “There is obviously a scenario that is well known to the media and which we are focusing on,” French investigator General Jean-Pierre Michel told French media.

    “But we have no right today to rule out other hypotheses, including the mechanical hypotheses, as long as we haven’t proved that the plane had no (mechanical) problem,” he added, pointing out that a second black box containing the flight data recorder had not been found yet.

    By Keith Walker | With AFP, RTE, REUTERS

  • theunhivedmind

    How To Lock and Unlock Airbus A320 Cockpit Door – Description and Procedures
    or download the WMV video format; Right click, save as…
    or this smaller one; Right Click, save as…

    Published on 25 Mar 2015
    in response/reaction to the report that says the aircraft audio shows a pilot was locked out of cockpit and the story in the New York Times :
    “(…) A senior military official involved in the investigation described “very smooth, very cool” conversation between the pilots during the early part of the flight from Barcelona, Spain, to Düsseldorf, Germany. Then the audio indicated that one of the pilots left the cockpit and could not re-enter. “The guy outside is knocking lightly on the door, and there is no answer,” the investigator said. “And then he hits the door stronger, and no answer. There is never an answer.” He said, “You can hear he is trying to smash the door down.”(…)” source :

    The video is of the sole propriety of:
    Airbus Reinforced Cockpit Door Description And Procedure
    Produced by Group Master Image
    Directed by Bertrand Sirven
    Airbus GDCM / SCM12 / STSV / MASTER IMAGE September 2002

  • theunhivedmind

    Bild publishes fake video on Germanwings crash, French investigators ask for it to be handed over

    Bild has published a false video, purporting to show the last seconds before the crash of the Germanwings plane.

    French investigators have said that no video taken from inside the plane exists . They have asked Bild to hand over the video.

    This is a screenshot of the Bild website. The headline states: “Video from the death plane shows last seconds.”

  • theunhivedmind

    French prosecutor has withheld phones of Germanwings crash passengers

    French prosecutor Brice Robin has admitted mobile phones belonging to the passengers of the crashed Germanwings plane are in the possession of investigators.

    He claims none of phones, which could give vital clues into the reason for the crash, have been analysed. The phone are to be sent to a special institute in Rosny-sous-Bois close to Paris.

    The delay in sending the mobile phones of passengers for analysis will fuel suspicion that Robin is tampering with evidence and withholding proof of a false flag.

    The motive for withholding the contents of the mobile phones is obvious. The contents of the phones do not coalesce with the official version.

  • theunhivedmind


    Reports that a black box containing flight data from the Germanwings crash is still missing, and may never be found, have reinforced suspicions of a cover up.

    The new reports in the French media contradict the original official version.

    According to initial claims made by French investigators on March 25th, the second black box was found but the memory card containing flight data was missing.

    “22h16 : Bonsoir, les enquêteurs ont dit qu’ils avaient retrouvé la 2ème boite noire de l’A 320 mais que la carte mémoire avait disparu? Je ne comprends pas, on a la 1ère avec des informations, la carte mémoire est toujours dans les boites noires alors,” reports France TV.

    This claims was later repeated by President Francois Hollande on March 25th, presumably on the basis of the information made available to him.

    The claim about a missing memory chip originated in the New York Times.

    “At the crash site, a senior official working on the investigation said, workers found the casing of the plane’s other so­called black box, the flight data recorder, but the memory card containing data on the plane’s altitude, speed, location and condition was not inside, apparently having been thrown loose or destroyed by the impact.”

    One week later, the official account has been completely reversed. French media are reporting that the virtually indestructible box, designed to be found in rubble, have not been discovered.

    Just how improbable this is is can be understood when you bear in mind that the voice cockpit recorder and the flight recorder data are located next to each other in a plane as retired Lufthansa pilot Peter Haisenko notes. But while the voice recorder was allegedly found within a day or so, conveniently offering a pretext to blame the crash on the co pilot, we are to believe the flight data recorder is suddenly still missing.

    Lufthansa manager Kray Kratky also claimed the black box may never be found.

    Appearing on the German talkshow with the Gunter Jauch, he claimed the black box could have been destroyed on impact.
    The notion that one box was pulverized, and the other not, is implausible. Also black boxes are built to withstand crashes at full speed, even supposing the Airbus did crash at the speed of 800 km per hour as Kratky claimed.

    Is it any wonder that Airbus chief Tom Enders accused the media, specifically talkshows, of “speculating, fantasizing and lying.” ?,30208584,30245706.html

    Alles Schall und Rauch blog points out that aerodynamic resistance close to the earth s surface makes it virtually impossible for commerical airliners to attain such speeds, which is why they fly at higher altitudes in the first place.

    The memory chip of the black box is inside an armour plated cylinder, which is virtually indestructible.

    It is extremely rare, in fact, for a black box to be lost. Wikipedia gives an (incomplete) list of 16 incidents.

    Most of these incidents involved planes which crashed over the sea or were false flags such as Nine Eleven. While the black boxes of the plane which allegedly crashed into the WTC were not discovered, brand new looking passports of the alleged hijackers were allegedly found in the rubble,

    Alles Schall und Rauch makes the mocking suggestion that black boxes should, in future, be made in the same material as passports since these seem to be able to withstand crashes, looking brand new, conveniently enough to identify the perpetrators, while black boxes made of armour plating do not.

    The motivation for changing the story about the second black box is clear. The French prosecutor and New York Times thought, at first, that the public would accept the official version, hyped by media, and focus on the psychology of the co pilot. The opposite has happened. The German public has unleashed an unprecedented barrage of criticism via social media at the unfounded and inflated media reports and is focussing, instead, on the second black box.

    A Facebook group that reportedly includes hundreds of people from the co pilot’s hometown of Montabaur in Germany contains the observation that it is “suspicious” that investigators have still found only one of the plane’s black box recorders from the crash site.

    Given this development, the French prosecutor obviously fears that the allegedly damaged second black box with the missing memory card may become the focus of a forensic examination, which would undermine the official narrative. So, the flight data black box has to vanish altogether. There must, however, be a log or record of the retrieval of objects from the crash site, making it possible, at least, to identify who is responsible for misinformation.

    While the flight data had to be lost, the voice recorder, on the other hand, had to be found in order to provide the alleged proof that the co pilot was conscious and crashed the plane deliberately, though the voice recorder and transcript, on closer inspection, support no such contention.
    The frequent changes of story and inconsistences have shredded the credibility of the French investigative team.

  • theunhivedmind

    Measures to stop another Globalist false flag plane crash

    As the investigation into the Germanwings crash descends into a joke, there are some immediate steps which could be taken to reduce the risk of a repeat.

    Tragic as the death of 150 innocent people in the Airbus crash in the French Alps is, the outcome could have been many magnitudes worse if the plane had crashed into the Cadarache nuclear fusion facility, virtually on its flight path.

    Given Cadarache, urgent consideration should surely be given to what measures can be implemented to stop a commercial airliner from ever being weaponized and directed at a nuclear reactor.

    The installation of malware into the avionics bay during the repairs of the Germamwings Airbus, which took place one day prior to the flight, seems to me to be the most plausible explanation for the crash. The long glide to destruction of the plane does not seem to be consistent with missile damage, rather with the autopilot system being hijacked.

    Retired Lufthansa pilot Peter Haisenko pointed out that a commerical plane does not fly online. It cannot be reached by a laptop. That means, any malware to take control of the autopilot has to be installed on the ground.

    Even if this conjecture is wrong, as a precaution, airline crews could start systematically checking the avionics bay for malware and USB sticks before take off. Obviously, they will need some training and instructions on what to look for, but a rapid sweep of electronics should not be that difficult.

    Checking for malware will offer added protection to passengers and crew.

    Also, nuclear sites surely need effective defenses, maybe even ground to air missile systems.

  • theunhivedmind

    Germanwings passengers could have made mobile phone calls, cover up underway

    Passengers may have made phone calls from the stricken Germanwings airliner that crashed in the Alps, but Brice Robin, the Marseille prosecutor, said that the several mobiles had been found at the crash site but “none have yet been examined” for useful data.

    Robin said they were due to be sent to a special decryption centre in Rosny-sous-Bois outside Paris.

    Should we believe him? Robin tried to shut the case within two days of the crash, presenting the a tampered voice recording as the single piece of evidence that the co pilot was conscious and deliberately destroyed the plane.

    If Robin really believed that version, he would have immediately analysed the mobile phones and SIM cards to try to find out what the passengers and crew were saying about the final moments. It is highly likely the crew had mobile phones, and that the key protagonists like the captain or co-pilot had mobiles. They would have confirmed it with messages such as “We have been locked by the co pilot. Emergency!”

    Clearly, Robin knew his version was fabricated, knew in advance that data from mobile phones would undermine it. Acting on this knowledge, he did something no genuine investigator would do. He withheld the phones from the public when he presented his conclusion, and he continues to withhold them from an examination to this day.

    The fact that no relative received any call or message from the passengers and crew, when they were able to make calls, strongly suggests the notions the signals were jammed. Otherwise, there is no explanation for the total loss of contact.

    This brazen cover up of the murder of 150 people and the scape goating of an innocent co pilot takes place in the ful glare of the internet. German and French politicians sit back and do nothing even though the entire European justice system is politicized.

    If Europeans want evidence that justice has ceased to function in Europe, that innocent people can be murdered before our eyes, they need look no further than the cover up of the Germanwings crash.

  • theunhivedmind


    April 3, 2015







    French aviation investigators say the second black box reveals that the altitude settings of the Germanwings plane that crashed into the French Alps were lowered to 100 feet and the plane repeatedly sped up during its descent.

    The big question now is who or what changed the settings for the automatic pilot and then accelerated the plane multiple times? The flight data recorder does not show what agent was responsible for changing the settings or accelerating the plane. It could have been malware. In fact, it highly likely was because the safety settings for the automatic pilot would have to have been disabled by a reprogramming of the software.

    If the co pilot did want to crash the plane through a rapid descent, it is more likely he would have left the autopilot mode altogether and taken manual control.

    Crucially, there is no proof that the co pilot was conscious, acted deliberately or even that he was at the controls.

    The only proof which the French prosecutor has offered that the co pilot was conscious is based on the sound of regular and calm breathing on the voice cockpit recorder and by the alleged actions of the pilot

    First, regular and calm breathing is not a sign of consciousness. It is rather a sign of unconsciousness in such a dramatic situation.

    Second, it is not clear how breathing can be heard on a cockpit voice recorder at all, since the noise level inside amounts to about 72 decibels or street traffic according to Alles Schall und Rauch blog.

    Third, there was absolutely no reason for the pilot to assume that the co pilot was acting deliberately or conscious because the co pilot never said anything according to the official version.

    Therefore, there is no reason for the pilot to suddenly start shouting to the pilot to open the door and bang on the door with a bar, as the official narrative claims.

    On hearing no response, the pilot would almost certainly have assumed the most probable, not least probable, cause. He would have immediately assumed the co pilot had had a heart attack or there had been a rapid depressurization incident.

    Also, access to the cockptit can be obtained. Codes can also override a block.

    The mobile phones and SIM cards of the passengers, which would give information, have not been examined by investigators.

    The motive is clear. If even one phone call was found to have been made on one mobile phone, and it was not received, it would prove that electronic jamming of the communications systems occurred.

    The most likely is explanation is that the Germanwings automatic pilot was hijacked by malware installed, for example, during the repairs that happened the day prior to the flight. Experts say a USB stick can be installed in the avionics bay. The malware could have changed the settings for the automatic pilot and disabled the security systems and jammed the communications.

    Peter Haisenko, a retired Lufthansa pilot, says that the autopilot system is designed to function within certain parameters to prevent a situation where a plane is accelerated beyond its limit or heads towards the ground too fast.

    So, the co pilot would have had to have disabled the safety system of the automatic pilot to carry out the maneouvre. Presumably this cannot be done manually but requires the software to be reprogrammed or for malware to be installed. For the co pilot to disable the safety system of the automatic pilot, which alone would have allowed him to change the settings to an altitude of 100 feet and accelerate the plane on the descent, he would have had to go to the electronics bay and installing malware. But in order to go to the electronics bay, the co pilot would have had to have opened the cockpit door and confronted the pilot. If on the other hand, the co pilot had installed the malware before take off, there was no need for him to lock the cockpit door. He would have locked himself in the electronics bay.

    And what about the total loss of communications with the plane? Are there buttons on the dashboard to disable all communications as well as the autopilot safety functions? Maybe prosecutors will next claim the pilot goolged “how to disable the autopilot safety systems”? As if a pilot is gioing to go to Google to find out how to do these things or how the cockpit door works when up to date, technical manuals are available to him.

    There is also the key piece of evidence supplied by a report on the crash in Die Welt two days before the crash.

  • theunhivedmind


    April 3, 2015

    As ever more reasons emerge to question the official version of the Germanwings crash promoted by media and prosecutors, it is vital to hold an independent inquiry.

    The file cannot be closed on an orchestrated hijacking of the automatic pilot system of a commercial plane. No passenger and no airline crew can consider themselves to be safe if any plane can be down by intelligence services with impunity.

    Corporations like Lufthansa can face economic ruin if their planes are targetted.

    And national and EU politicians also cannot feel safe if they have to live in fear of another Smolensk, MH17 or Germanwings crash and subsequent cover up.

    I believe the Germanwings crash was designed to intimidate German Chancellor Angela Merkel and French President Francois Hollande as Greece prepares to default on an IMF debt.

    The policies of Europe in respect to Russia, the euro, the financial system emerging as an alternative to the dollar, cannot be shaped by false flag terror attacks designed to intimidate Europeans.

    A global banking cabel, which controls London, Washington, our media and the intelligence services, and which operates through shadowy Freemason networks, has the motive and the means to orchestrate the Germanwings false flag.

    It is their control of the central banks which gives them virtualy limitless resources. Switching back to government created money will do a great deal to make our countries safer as well as more prosperous.

    Exposing the false flag activities of the intelligence services operating in Europe through an independent inquiry is a vital step to stopping this reign of terror and to any meaningful political change in Europe. The inquiry should include an investigation of the cover up as well as the role of the media, specifically, Die Welt and Zerohedge in the Germanwings crash. The fact that a report appeared in Die Welt two days before the crash shows prior knowledge and premeditation. It is a misues of resources to have 200 police in Duesseldorf focussing on the pyschology of Andreas Lubitz, the co pilot, when they should be investigating Die Welt. Media reporting on the Germanwings crash actually amounts to an obstruction of justice because it has deflected attention from what really happened.

    The exposure of these crimes is the best way to stop more crimes. The social media is a powerful tool for exposure.

  • theunhivedmind

    Germanwings and Smolensk: Is refusing the euro and IMF the most dangerous thing you can do?

    Was the Germanwings crash designed as a warning to European politicians as Greece prepares to default on an IMF debt and introduce a parallel national currency?

    Is the same IMF banking mafia behind the Germanwings false as the Smolensk crash?

    One of the victims of the Smolensk false flag in 2010 was Polish central bank governor Slawomir Skrzypek, who refused to join the euro and who turned down an IMF credit line.

    “In an article published posthumously in the Financial Times, Skrzypek argued in favour of Poland keeping its national currency, the Zloty, rather than adopting the euro, and for retaining a capacity to devalue. Skrzypek also turned down a credit line from the IMF,” this blog reported in 2010.

    The man who helped cover up the murder of the Polish central bank chief, politicians and army chiefs is Donald Tusk, now President of the Council. This man should be jail.

    Video conceded to be authentic shows no bodies at the crash site and a secret service detachment waiting to shoot the surviving crew members.

    Vladimir Putin was also involved in the cover up.

    The Polish government was the only one to refuse the swine flu vaccines in 2009.

    The Globalist mafia will not tolerate any deviation from its key policies. It is capable of murdering entire governments.

    Just to repost from 2010.

    “In an article published posthumously in the Financial Times, Skrzypek argued in favour of Poland keeping its national currency, the Zloty, rather than adopting the euro, and for retaining a capacity to devalue. Skrzypek also turned down a credit line from the IMF.

    Poland was the only major economy in the eurozone to grow in 2009 underlining just disastrous the adoption of the euro has been for European economies.

    Was Skrzypek killed because he refused to allow Poland to join the eurozone, which is run by the banks for their profit?

    Gigantic amounts of national government debt, much created by the banks, are acting, in effect, as a means of wealth confiscation in the eurozone; finding the money for the interest payments through fiscal austerity is pushing the eurozone deeper into debt. Unable to devalue their own national currencies, eurozone countries cannot grow their way out of the debt trap.

    The Polish plane crash incident suggests — just like the death of John F Kennedy before he could implement plans to re-nationalise the Federal Reserve — that the financial elite will stop at nothing to impose their financial model on the world, and any government thinking of leaving the eurozone would be well advised to take extra security measures for ist members.”

  • theunhivedmind

    Anonymous says suicide theory is fake, Germanwings did send distress signal, post receives nearly a million views

    April 3, 2015

    Germany s Anonymous has compiled a video of media reports citing French officials stating that the Germanwings plane did send a distress signal, more proof that the suicide theory is a cover up.

    The distress signal was sent to Barcelonenette airport according to French officials.

    The facebook side by Anonymous has received nearly a million views in just a few days, showing that the German public is not accepting the official version.

  • theunhivedmind

    Airbus autopilot prohibits pilots from conducting dangerous manoeuvres, official Germanwings narrative disproved

    April 3, 2015

    The Airbus automatic pilot prohibits pilots from carrying out risky manoevures, proving that Andreas Lubitz cannot have changed the altitude settings on autopilot to 100 feet and he cannot have accelerated the Germanwings plane multiple times during descent as investigators now claim the recovered flight data recorder shows. The only explanation for a dangerous descent on autopilot can be that the autopilot system was hacked and the computer functions prohibiting the pilot from flying in a dangerous way were disabled.

    “The A320 was the first Airbus aircraft to use the now iconic flight control “sidestick” and so-called “fly-by-wire” system, along with computer functions that prohibit the pilot from conducting certain maneuvers, depending on the mode of flight and configuration of the autopilot.”

  • theunhivedmind

    Focus reported on Germanwings false flag five days before it happened

    April 3, 2015

    Focus magazine, belonging to the Burda group, reported on the Germanwings crash five days before it happened. A screenshot on Alles Schall und Rauch blogspot shows Focus reporting in Live Ticker that all 150 people are (dead).

    Axel Springer s Die Welt reported the crash and death of all passengers and crew two days before it happened. Why are French and German prosecutors not investigating Focus chief Hubert Burda and Axel Springer head Mathias Doepfner? These reports are proof of knowledge of a plot to crash a Germanwings plane in the Alps.

  • theunhivedmind

    A career airline pilot who has flown for decades weighs in on Germanwings crash

    Mike Phillips is an experienced airline pilot who has written for this web site before. He is experienced enough to know about the remote control abilities with specific dates they were applied on the Airbus. He has every conceivable insight.
    Here is what he has to say about the Germanwings crash:

    It pisses me off on a personal level that a pilot is being blamed for something he did not do and because you are about the only one who is even close to correct on this subject, I thought I’d offer some of my thoughts for your consideration. I grant that a lot of what I offer is speculation for which I do not have absolute facts, I will, however, include the reasons for the speculation so you can evaluate them. Think common sense and I believe you’ll be with me on most of it.
    First of all, with a crock of shit story that changes from day to day, they usually start out as close to the truth as they can and then modify the story as necessary to account for discrepancies. For this reason you need to pay close attention to the first versions of the story.

    First of all, consider the early version of the cockpit voice recorder. At that time they claimed that the last eight minutes contained only normal breathing sounds, followed by light tapping on the cockpit door. Then toward the end heavy pounding on the door followed by screams from the passengers as they approached the ground. That was it.

    I believe this part was basically true except for the fact that normal breathing is unlikely to picked up by the CVR. The people listening to this the first time were looking for words, which they did not find, and probably did not understand the significance of the other sounds on the tape. Most likely what that thought was normal breathing was just the normal air noise of the cockpit.

    Now then, to this they added the fictitious part about the pilot conversations prior to the last eight minutes. They said the co-pilot was polite and respectful until near the end when his responses got “curt.” Then the Captain supposedly said to him, you’ve got it and left for the restroom.

    I believe they felt at the time that that was all they needed to do to establish the idea that the co-pilot was alone in the cockpit, the Captain was in back locked out and that the crazy co-pilot crashed the plane. Of course, the idea that the co-pilot was alone in the cockpit was essential. If they were both there, it is almost impossible that they crashed the plane together without a word being said.

    Minimal lie, but it didn’t work. Since then they have come up with embellishment after embellishment to this version of the tape to try to make it more convincing. Somehow they didn’t hear the Captain yelling, “Open the door, dammit” the first time along with many other things.

    I think you have to consider a very simple explanation that makes sense from the first version of the recording. Note, not a word or any sound, even as they approached the ground. Even if he was determined to crash the plane, some sort of survival instinct should have kicked in producing some sort of sound just as the ground approached. I suggest that this is totally consistent with the pilot being unconscious.

    If this is the case, it has enormous implications. It has been suggested that there is some way to insert gas into the cockpit to incapacitate or kill the crew. In an airplane as large as an A320 there would be plenty of places to hide such as system, possibly disguised as something else. I don’t have any evidence, other than inference from this VCR tape, that such a system exists, but if it does it is almost certain – no make that completely certain – that they would not want any flight crew members to know about it.

    Think about it. “Hey guys, we’ve installed this system on the airplane you are flying that can be activated remotely by any government agency with access to the codes to render you unconscious and then use the auto pilot to fly the airplane into the ground and destroy it and everyone on board anytime they think it serves their interests.” That would go ever big, right?

    So, implication number one. If this system exists, you cannot trust the flight manuals to tell you the truth about how the airplane operates in all detail. All kinds of things are possible. When the system is activated remotely, it might be possible for it to lock the cockpit door with absolutely no way of access by the fight crew, flight attendants or anyone else. It might be that under this condition (remote activation) that the door codes do not work or produce a sound and there is no time limit that the door would remain locked. It might be a system that works one way when the pilots activate it and another when it is remotely activated.

    If this seems a little whacky, think about cars for a minute. As you are aware, cars in the last ten years have a system where someone with access to the codes (not ordinary people) can remotely cause the accelerator to floor while simultaneously deactivating the brakes and the airbags. There are several examples where this was possibly used. Do you think any car manual tells its owner about this system? Do you think they installed this system so that if you fell asleep at the wheel, they could take over, guide your car to your home, park it in the garage and carry your groceries upstairs? Nonsense. That system was installed for one reason and one reason only – so that any car could be used to assassinate any one they felt served their interests.

    What makes you think the system on the airplanes is any different? Since 1986 when Airbus started with this system and 2006 when Boeing admitted to getting a patent on the system, can you find any example where it was ever used to rescue an airliner from hijacking? Since the TSA there are no hijackings and ironically on 9-11 there were no hijackers either. Since there have been no hijackings, there is no instance where a pilot has ever tried to activate the system (why would he) and thus what would happen if they tried it is unknown. This system has only one purpose and that is what it was used for with Germanwings.

    You asked why the controllers didn’t activate the system to “save” Germanwings. Seriously??? The plane crashed eight minutes after it began its descent. When the controllers noticed the descent they tried to contact the plane without success. Then, according to procedure, they asked other flights in the area to attempt contact in case they could hear transmissions from the air, but not from the ground. This probably consumed half of the eight minutes or more.

    Do you really think there is actually some agency that sits around 24/7 monitoring every airline flight around the whole planet and is ready at a second’s notice to enter the correct code for any plane of any airline no matter where it is, instantly figure out what the problem is and save them? On top of that, they have been sitting around doing absolutely nothing for the last 29 years. but hey, they are ready to go. Oh, and another problem. How do they override the automatic takeover initiated by the French?

    I’ll bet the real procedure is similar for both cars and planes. Consider the need for control. If you were trying to sabotage a car, would you want to just press some button to activate a satellite system and hope everything worked out the way you wanted, that the person you were interested in was actually in the car and the crash, if it happened, actually killed him?

    Instead, wouldn’t it make more sense to follow the car with a device to activate the system in your car. Then when you had determined that the person you wanted was driving the car and when the car approached a perilous stretch where high speeds and no braking would likely be fatal, THEN activate the system. Finally, wouldn’t you then follow the car to see what happened, (pretending to be a concerned passerby) but in reality making sure that the person you were interested in was actually dead and could tell no tales?

    Why would it be different for airplanes and isn’t that exactly what they did? Several French jets were behind Germanwings BEFORE it began its descent (how did they know if they didn’t do it?) and followed it all the way down to make sure what happened.

    I think the idea that the uninterruptible autopilot system has a benign purpose, to save planes from hijacking, is an outright lie made to placate the pilots who found out about it. It’s purpose is really the same as the one in cars. Doesn’t that really make more sense when you think about it? If you buy into this lie that it is an anti-hijacking system, then it leads you into inconsistencies when trying to reconcile what actually happened, even if you have corrected identified the big lie of the crazy co-pilot.

    Another thing I think must be considered a lie is the idea that the Captain was locked out of the cockpit, or even out of the cockpit at all. Granted this element is essential to the big lie of the crazy co-pilot, but other than that it only leads to difficulties.

    For example, I believe you suggested that after the airplane was electronically commandeered, the Captain left his seat to go back in the cabin and attempt to access controls under the floor. You apparently got this idea after noticing in a manual that some parts for the system were located there. However, if you had thought this through carefully, I’m sure you would have realized how that idea does not work.

    In the scenario you describe, the aircraft is commandeered while both the Captain and co-pilot are in the cockpit. In that case, both of them would know for certain that the other one did not do it. The first almost certain reaction (take it from me, I’ve been there) would be conversation, like, “WTF is going on?” If they correctly identified the problem and the Captain did leave, they would certainly be on the same team, recognizing their predicament. The co-pilot would not have locked the Captain out and both of them would be cooperating to find a solution to their predicament. See, it doesn’t fit.

    The whole idea of the Captain leaving the cockpit is problematic. In my decades of flying the situation of one leaving the cockpit on a flight as short as two hours is unusual. It’s not that it never happens, it’s just rare. Getting out and going back is a hassle. If you want anything, all you have to do is press a button and coffee, food or whatever you want will be delivered to you. When you arrive at the plane and toss your flight bag into the cockpit, if you think you might need to, the restroom is right there and there are no passengers on board yet to occupy it, as is often the case in flight.

    On this particular flight there is another problem. Apparently the co-pilot was unconscious during the last eight minutes. For this to work, they would have to know when the Captain left the cockpit, then release the gas so the co-pilot would be unconscious before the Captain returned. How did they time that? Also, the idea of using the seat belt sign to initiate the release of the gas is also unrealistic. In the event of turbulent weather, they might never have turned off the seatbelt sign. Remember, the need for control. Besides there would be no way of knowing when they did this to initiate the remote takeover.

    When you eliminate the crazy co-pilot theory and the need for the Captain to be out of the cockpit, the most logical explanation is that both the Captain and co-pilot were gassed and unconscious together. The knocking on the door is best explained by the flight attendants. On a two hour flight they have a two hour service and a descent an hour early would cause them concern. To find out what was going on, they probably knocked on the door, softly at first and then louder. They also probably tried calling on the intercom and got no answer. This wasn’t a hijacking situation so the idea of using the door code probably did not occur to them and it is unlikely that any of them had ever used it in their career and might not have remembered it, assuming the door lock works the same way on a remote electronic hijack.

    This is the simple explanation. Both pilots were rendered unconscious, the plane was put in a gentle 3000/min autopilot descent which was steady and constant all the way to the ground. Mission accomplished. I doubt they needed to shoot out the tail as the terrain warning system was unlikely to be able to compensate for this. After observing the results, the fighter pilots returned to base.

    My question. How do they get guys to volunteer for this? Most people of any nation join the military to protect their country. Downing passenger planes is not in their MO. My idea is that only followers of the Talmud, which teaches that killing goyim is a good thing, would be good candidates for this job. Also, the fact that the Jewish owned mass media of all types is heaving pushing the crazy co-pilot theory points me, at least, to who was responsible for this.

    Anyway, that should be enough points for you to ponder for now. I hope this makes sense to you.


    My response:

    I had stated earlier that they probably told the fighter pilots there was a nuke on board the airbus, and after the fighter pilots landed they were killed. Most probable scenario.

  • theunhivedmind

    US aviation expert: Uninterruptible autopilot system allows for remote control of planes, Germanwings turned into a drone

    April 5, 2015

    The relatives of the victims of the Germanwings crash should surely consider filing lawsuits to force a proper investigation after the cover up by authorities, including the French aviation authority, the BEA., with the complicity of media like Focus.

    According to US aviation expert Field McConnell a special, secret technology, called the uninterrupted autopilot system, allows planes to be commandeered from outside, and this could have been the fate of Germanwings.

    This system allowing for the remote control of a plane is also installed on Airbus, often without the pilots knowledge. It can turn a plane into a drone, he says. McConnell discovered the system had been secretly installed on his Boeing airplane and complained, he was sent to see a pyschiatrist…

    Wikipedia explains:
    The Boeing Uninterruptible Autopilot (BUAP), is a system designed to take control of a commercial aircraft away from the pilot or flight crew, chiefly in the event of a hijacking, and allow the craft to be remotely controlled to a landing at a designated airstrip. The action can be initiated either by crew or by government entities on the ground.

    The patent for the system was awarded in 2006.[1]

    Pilots have no influence over the aircraft once the system is activated, turning a plane into a drone.

    Talos developed the uninterruptible autopilot software for Airbus., says McConnell.

    Lufthansa would have had the technology to recapture the Germanwings plane and land it safetly by activatig this system, notes McConnell.

    The question is why they did not or could not use this technology.

    Also, a human target of the false flag might have been the crash victim Yvonne Selke, a Pentagon contractor, notes McConnell.

  • theunhivedmind



    Germany’s Anonymous, a network of computer hacktivists, say an analysis of flight data available from Flyradar24 shows the Germanwings Airbus was heading towards Europe s biggest dam, north of the alleged crash site.

    Anonymous suggest that the plane was shot down by the French fighter jets after it headed straight for the Barrage de Serre-Ponçon, a 123 m high earth core dam, which damms waters from the Durance and the Ubaye rivers.

    “Lake Serre-Ponçon (Lac de Serre-Ponçon) is a lake in southeast France; it is one of the largest artificial lakes in western Europe,”says Wikipedia

    “As well as water control, sixteen hydroelectric plants use the water and the lake provides irrigation to 1,500 km² of land.”

    Furthermore, Anonymous say data show that Germanwings plane plunged dramatically but was captured — by the uninterruptible autopilot system? — in the horizontal and, then, took a left turn to head towards the dam.

    Anonymous suggest French fighter jets shot down the plane fearing a drone style attack by the plane on the dam.

    “Flightradar24 is a flight tracker that shows live air traffic from around the world. Flightradar24 combines data from several data sources including ADS-B, MLAT and FAA. The ADS-B, MLAT and FAA data is aggregated together with schedule and flight status data from airlines and airports to create a unique flight tracking experience on and in Flightradar24 apps.”

    In addition, Anonymous argues the absence of large pieces of burning wreckage at the crash site is further evidence of a staged event.

    The sudden discovery of the second black box, allegedly discovered by a member of a special mountain unit of the French Gendarmerie on her first day on the crash site, has also sparked questions about how the fire proof paint could have been burned off, especially as there was no sign of burnt wreckage around the place where it was found.

    Also, Anonymous say that a spectrum analysis of two audio files from the voice cockpit recorder shows they are a fake.

    The audio files have appeared in numerous media. Prosecutors in France have not denied their authenticity, thereby encouraging people to consider them genuine.

    The analysis by Anonymous comes as German pilots have expressed doubts on the suicide theory.

    Jörg Handwerg, spokesperson of the German pilot s associaiton, Cockpit, said there was no proof that the co pilot Andreas Lubitz had crashed the plane.

    Also, Air and Space Pyschology Professor Dietrich Manzey from the Technischen Universität Berlin, who trains astronauts and cosmonauts, criticised the speculation about the psychological state of the co pilot.

    The Germanwings crash has all the hallmarks of a CIA and MI5 false flag operation, which seems to be designed to intimidate French President Francois Hollande and German Chancellor Angela Merkel, and stop them adopting policies opposed to the interests of the Global banking cartel.

    The motive for using a weaponized German commercial airliner, likely captured or controlled by uninterruptible automatic pilot technology, to destroy France s, and Europe s, biggest dam is obvious. It is to put emnity and mistrust between the countries at a time when France and Germany are forging a new political alliance.

    But the Germanwings false flag is rapidly morphing into the biggest scandal in postwar German history. Public anger against Globalist media such as Axel Springer s Bild and Focus has reached unprecedented heights with boycotts.

  • theunhivedmind

    Germany’s leading police man criticises Bild for Germanwings coverage

    Andy Neumann, the head of Germany criminal police association, has written an open Email criticising Axel Springer s Bild newspaper for its unfactual coverage of the Germanwings crash.

    Andy Neumann Bdk
    DHPol · March 31 at 11:47 am ·

    My mail from Friday to Kai Diekmann. I would have given him credit for at least the balls to respond. None … So here’s to you:
    “Dear Kai Diekmann,

    I am not an enemy of the “PICTURE”. Really not! I have already given you even sound bites, because there are people among you in the know now and appreciate a bit of professionalism. I’m IMAGE and probably more defensive addressed personally to Twitter as scathing tweets. But today I only have a single, clear answer to pretty much everything you drain primarily on twitter: Nonsense!

    A tragedy has happened. People die, far too many people, and hundreds, thousands, to some extent are millions of others suffer. Namely the “public”. And I tell you what the “public” now interested: the facts, sure; backgrounds, of course; but above all the truth!

    And here you come in. Oh, not only you, the thing first. I am seriously shocked at how little removed with extensive participation by representatives of well-known media of what can claim IMAGE least as “standard” for themselves. But you are the loudest drummer in the woods, so please see representative addressed.

    And you, dear Mr. Diekmann, it’s certainly not about facts. Not about the real backgrounds. And least about the truth. It comes to you requirements! To clicks! For attention. And it’s one, in the truest sense of the word, sometimes at nothing.

    I have in the nearly four years that I now must work together with media representatives at points / can / must, learned a few things about your guild. And I know one thing for sure: the so-called “Investigative” really would like to have been at least every policeman. But here’s the news: They are not! But instead of accepting to look for a new job and just be good at this, obviously remains anchored in mind: “To those I’ll show that it would have taken me better!”

    As a result, running around out there, hundreds, equipped with considerable resources, far too good access to information channels that do not concern you, and multiplying a dangerous power to do what they always wanted to do,: Detective play.

    So witnesses are questioned, searched places “evidence” zusammengeklaubt, read reports, and written “notes” at the end. But do not find themselves in court documents, convince prosecutors and judges and withstand a meaningful defense must, but be made to reach millions without technical examination. An audience that gets its information is rarely directly from the channels, which in any case to know the maximum of facts. But this must believe or want to believe can only believe what you write.

    And this army of detectives, driven by hunger after a information that the other one does not have to actually thinks she doing her job. Why? Because there bosses as you are, that tell them that this is their job! That “the public has a right to know it all” that “the mention of the name and / or the whole picture […] is justified” – if (after “# 4.” Wherever you conjure those in the Press Code I find it so jdf not, but tens of significant terms in which I could nail rhetoric against the wall) requirements are met, you be stated as fulfilled. Again, here’s the news: They are not!

    For a policeman, a criminologist, there is currently little out of the question mark. Part of the criminal procedure, ie provable truth probably know a few persons appointed to corresponding with legal investigations, trained and nothing else are there. You know not, dear Mr. Diekmann! You know what you zuträgt you, what you hear and read, and what you make of your purely journalistic and not trained criminological perspective of it.
    I give you the unique opportunity to understand how an experienced investigator sees what you think you see, dear Mr. Diekmann. And I stress that everything I write, actually refers only to what can be seen in the media!
    The investigator looks an incredible tragedy. A tragedy that maybe, just maybe, could be a crime. Subjunctive one!

    He hears of possible sequences, shown from an authoritative source that can still open an awful lot of questions, and think: If that were so, that would be horrible. Subjunctive two!

    He perceives that a person is in the room that may solely responsible for this tragedy. He is stunned, thinking, Please, do not let this be true! Is glad that still remain too many question marks to go out with certainty. And think: Okay, it could always have been more different. Subjunctive three!

    To see the pros, Mr. Diekmann. In the subjunctive. In three times! At Least! Until facts are on the table, make no perception, no other way possible. These same professionals who look at your front page, there see the picture of a “Amok pilots” who is called by his full name, and just ask: Did they not all !?

    Dear Mr. Diekmann,

    I am not an enemy of FIG. Really not! But today you are for me for everything that I find in the media and in absolutely atrocious.


    Andy Neumann
    German Police Union
    Federal Association “

    The criticism by one of Germany s top police men comes as blacklash against Bild and other media has intensified with a boycott of the newspaper at petrol stations and shops gathering widespread support. There are also plans for a demonstration outside the headquarters of the Axel Springer Verlag in Berlin on April 11th.

    Cause · · Yesterday at 12:30 814.362 Likes pm · · · Edited

    Image boycott: The protest must be on the road! The Anti-Springer protests in 1968 and what # Picture boycott can learn from it. Author Anabel Schunke on ways of resisting Hetzpresse and media manipulation. In an article from 1968 levels is following to read. Quote: The publisher Axel Springer Caesar ruled a large part of the German newspaper market. This position of power is used strictly for the formation of public opinion as well as in the economic life … The Springer newspapers are also prime examples of journalistic irresponsibility. It is not objectively reported – many judges know that due to the wrong court reports on their own negotiations (in Esslingen are aware of specific cases) – but for having made propaganda, or a hit, bent the truth, yes, it is effectively lied. So untruthful, emotional gossip is not made in the political sector; in the political sector, which can not easily distinguish between truth and falsehood, the criticism is at least eliminated and only made a definite opinion. What this means in THE dissemination in particular the “BILD” in the population simpler, needs no discussion. End of quote. [1] [2]

    It also states inb esagten article:
    […] The fact that only the students were active here, is indicative of our society. When also complained of loss of interest parliamentarians and government disaffection of many citizens, it is important that at least the students deal as future elite of the people with the political problems and take their civic duties seriously. Some problem (outside of higher education reform) would not have been recognized in recent years and have not tackled if the students would not protest or even took to the streets … […] These reactions of a part of the students can not, therefore, simply as expression of immaturity and imbalance rampaging youths are dismissed. So also saw the demonstration on 12.04.1968 in a large proportion of the students involved in real consciousness of civic spirit. This must be taken into account when the question of abjection. Ins weight dropped the fact. that our society greeted the resistance of especially young people and students, where it is done in other countries against slavery and oppression (Civil Rights Movement in America, resistance of the Czechs against the occupation of their country, to protest the demonstration trials in Moscow>. Our society must welcome it and also politically cope when tackled against their own shortcomings. […] [2]

    Anabel Schunke
    Almost 50 years have passed since that 1967/68 an anti-Springer protests arose in the wake of the events of the year, which is unique to this day. The RAF expert Butz Peters writes in his standard work on the history of the RAF “Death Trap” commented: “In addition to all the theoretical discussions and endless demonstrations, the students, especially two of their goals and practically tackle attempt: Springer and the judiciary.” The escalation comes with the Dutschke assassination on 11 April 1968. As Josef Bachmann, a 23 year-old painter from Munich close to his Berlin apartment “You dirty communist pig” shoots the student leader as saying in cheek, head and shoulders, this is for many students just another outbreak of violence of the system. This explains the SDS few hours later on a leaflet:

    “Regardless of whether Rudi the victim of a political conspiracy was: You can say that this crime is merely the consequence of the systematic incitement, which have operated in growing anti-democratic forces in this city Springer Group and Senate now. ”

    The number of protesters who demonstrate then in the next few days in Berlin against publishing and publishers in the tens of thousands. Call “Springer – Murderer” and “expropriate Springer”. Barricades are erected, burning vehicles from Springer-Verlag. The protest is spreading. In over 20 cities is then demonstrated against Springer. It is an attempt to prevent the delivery of IMAGE. Again burn newspaper transporters, slices of publishing branches be broken. There are, as Peters notes, “the worst riots since the Weimar Republic.” In Munich, even two people are killed in violent clashes.

    It is easy to see that the then protest can easily fade the current tentative calls for a boycott. The reprinted at the beginning of this text excerpt from an administration order of the Esslingen District Court on October 22, 1968 shows, moreover, that it was by no means only the students who criticized the Springer-Verlag. The reasons for the refusal to open a main method of coercion against the anti-Springer-demonstrators Franz Otto Mueller (he had parked in front of the exit of Esslinger Bechtle publisher to delay the delivery of the “BILD”), is an impressive demonstration manner as critical even the judiciary (in part) as a state organ at the time perceived the bustle of the publisher. Thus, the top-to-read reasoning is not only a lesson to democracy, which we should not forget it also shows how long this sheet already largely unmolested works with the same hateful methods nor prevent us today. Not for nothing do you get when reading this statement the impression that he might as well have today may be drawn.

    Why not suffice Facebook events

    And yes, these days stirs again protest against the hateful and lurid methods, in particular the Springer smearsheet Nos. 1, the FIG. After foremost the left spectrum over the years repeated criticism and outrage against the BILD baiting – especially with respect to the Greece-reporting – expressed, created the shameless reporting the IMAGE in relation to the German Wings crash more than a week ago Finally, a broader, societal outrage and numerous calls to boycott the lubricating sheet. At this point I would like to state that I find this development well and good, but also want to make clear that this kind of calls in the Internet in today’s digitized time for me can not be considered sufficient.

    We all have seen how important it is that the conflicts are carried on the road based on this year’s Blockupy demonstrations in Frankfurt. There may be different opinions about whether the burning of police cars, etc., is an appropriate form of protest, whether it is at all a form of protest or only to the work of a violent minority who uses such events for up to time ” tidy the sow let out “is. However, as can be ascertained uniformly, is a never before seen and attention – to the surprise of some – finally guided by the media substantive debate about what Blockupy criticism and calls, where in previous years there was only cold ignorance of the majority. And no, I would not call for violence or legitimize violence at all levels of protest it. I would just like to point out that it needs attention excitatory actions in our modern times the visual, media abundance. This must and should not be first and foremost the violence (especially not against people), but rather a collection in the creative sense of radical action against companies such as Springer. And is available on the street instead of on the internet and not on Facebook and Co.

    I myself use my Facebook profile foremost as a network, as an information divider. Add to my network there are more than 1,700 people. Many of the political spectrum, but many also from all other areas. I would have an event every day dozens of invitations. Here is an invitation for any club event as a call for a boycott of anything. What I express here so casually, unfortunately, is the bitter truth. While calls to any boycotts, links to any petitions, invitations to any vigils, demonstrations, etc., are a good measure to respond to a shock many people can you would otherwise not easily reach, but unfortunately these possibilities of digital networking and mobilization used as inflationary, that they alone are not sufficient to create a broad attention and perhaps in the course of one day a mass awareness of certain topics. They usually remain nothing more than habitats for the already interested.

    No, we must get out. Out on the street. It is not only virtual pledges from people to get ready for a boycott, which in any case can not read the BILD newspaper. Most of us are a few BILD readers have in their list, they can invite and why they should predict such an event? Without background knowledge, without prior awareness of what is actually so wrong in BILD and Springer in Generic. We put the cart before the horse from behind and that does not work. So we do not reach the BILD readers, not the one who is responsible for the support of this sheet actually. And yes, of course, the BILD readers will not go against the IMAGE on the road. But he will watch how others do it if they only attract enough attention to it. Having a Facebook event you can not reach this broad attention.

    Only when the conflict, the criticism is expressed on the road, if that’s what’s wrong, real faces, real images gets accompanied in the best case of television and established press notices, the ordinary citizen, that something is wrong, that his ideal world is not really heal. The protests in Frankfurt have shown it. A digital campfire mainly the left spectrum is nothing compared to a real fire on public roads. This Brand needs and is not intended to violence, this fire can also be the creative fires of protest or the great fire of a crowd of protesters, on the street her face against the agitation that has been unbroken for 50 years, show. It is time to put characters. Not in terms of the number of people who we invited on facebook for a boycott, but in terms of the number of people we mobilize and put on the road if we go forward even as an example.

    Now, one could argue that the reactions on Blockupy were negative in the first place. Will have that just the common BILD and WELT readers outraged how much would cost taxpayers the “Left hooligans” and that this anger have suppressed any dispute with the topic at another level, however, is how easy it is my opinion not after. Because at the end of the day is also the one or the other of them thought about what images of burning cars and angry people mean on the road and that these are certainly not a sign that everything is in order. Because violence, road rage, which until now only known from other countries, but not from the era of Germany Angela Merkel. Can hypnotize the vegetative state patients of Europe, but otherwise collectively with the words “Germany is doing well.” Itself.

    They are the real, visible actions of people who join together, releasing forces on the one side and on the other hand create awareness that something is wrong. This effect can not be achieved via the Internet. The Internet can never possess the radicalism of reality. It can never reproduce so the anger, the despair, the criticism and protest. Therefore, the protest must be brought to the street then and now.
    Let it concern us!

    Dear bloggers and netizens. Please share this post as large as possible on the internet, in forums and blogs and of course on VKontakte, Facebook and Twitter. Right now it is important that we will not be deterred by the German press lies and make a reasonable counter-public.

    For more information about:
    After German Wings reporting: boycott campaign against the BILD newspaper is widening…/nach German-wings-berichterstattu…
    A first demonstration is being planned:
    Overview map of retailers boycott the image:
    Cross References:
    [1] Bildboykott- The protest must be on the road!…/bild_boykott-der-protest-muss-a…/
    [2] The mirror Issue 45/1968

  • theunhivedmind



    Germany’s Anonymous has asked how Handelsblatt newspaper was able to print a report on the Germanwings Airbus crash just eight minutes after it happened according to the official narrative.


    Cause · 815,327 Likes · Yesterday at 10:50am · Edited · ·

    Flight 4U9525 German Wings: More Questions François Hollande and Angela Merkel – answer at last! According to the official figures of the French prosecutor crashed flight 4U9525 on 24 March 2015 at 10:41 clock [1] on the territory of the municipality Prads-Haute-Bléone in the southern French département Alpes-de-Haute-Provence, from. As the first German media reported the Handelsblatt to 10.49 clock, about the crash. Between the crash and the report [2] Handelsblatt is a time difference of 8 minutes. This raises the following questions: How can the French president make information about casualties although first responders are not even present at the accident and the crash site until then was also visited by anyone. How can within 8 minutes, a press conference organize, compose a Reuters agency report and a German translation of the Reuters agency report customize, then finally arrives at 10.49 clock on the website of the Handelsblatt? How can it be that the airline German Wings to 11:49. Clock, so about an hour after the crash, still has not the faintest glimmer of the whereabouts of your own machine? [3] eyewitnesses and various media not only speak of one, but of three French fighter jets Mirage 2000, all of which are were in the immediate vicinity of the downed German Wings machine. [4]
    What has happened in the center of the tower for airspace surveillance radar of Cannes, as the Airbus A320 (D-AIPX) from its cruising altitude, starting around 2000 ft has lost height?
    Has the air traffic controller informed the crew of the Airbus A320 (D-AIPX) by radio?
    Did the crew of the Airbus A320 (D-AIPX) responded by radio?
    How long does it take now to the air traffic controller, the French Air Force (Armée de l’air) must inform?
    How long does it take for the French Air Force (Armée de l’air) an alarm start with an armed Sky Patrol (Combat Air Patrol) for visual identification (Vis-Ident) on parallel course of rapidly falling Airbus A320 (D-AIPX) have?
    Why the pilots of these three Mirage fighter jets have not been heard as a witness?
    Why has been no evaluation of the flight recorder of said three Mirage fighter jets?
    How does an armed Sky Patrol the French Air Force, when an aircraft, as well as the Airbus A320 (D-AIPX) of German Wings, intercepting a rapid descent and a short time later embarks a left turn onto a new course, when Europe largest reservoir [5] in sight and a total of 6 nuclear power plants are only 2 minutes away by air?
    Can the radar contact from Cannes radar for Airbus A320 (D-AIPX) may be demolished because the armed Sky Patrol (Combat Air Patrol) electronic countermeasures (Electronic Counter Measures) thus recorded a Radarstörgerät?
    Dear bloggers and netizens. Please share this post as large as possible on the internet, in forums and blogs and of course on VKontakte, Facebook and Twitter. Right now it is important that we will not be deterred by the German press lies and make a reasonable counter-public.
    Cross References:
    [1] Wikipedia: German Wings Flight 9525
    [2] President Hollande: “It is a tragedy”…/flugzeugabsturz…/11548642.html
    [3] German Wings post (now deleted)
    [4] German Wings crash in France: residents observed three fighter jets
    [5] Wikipedia: Lac de Serre-Ponçon

    Anonymous’ focus on the media comes after it emerged that there were six nuclear reactors within two minutes flight time of the Germanwings Airbus. An analysis of flight data by Anonymous indicates the plane was heading straight for Europe s largest dam.

    Anonymous notes French prosecutors claimed the time of the crash was 10.41 am. Yet, a Reuters report on the crash was translated into German and printed in the Handelsblatt at 10.49 am, just eight minutes later. The impossibly short time lapse confirms the notion of prior knowledge of a plot and the prior preparation of an alibi.

    As someone who has reported for mainstream media, I know from expereience it is not possible to organize a press conference and print a report in eight minutes. A report is not the same as a ticker service by newswires like Dow Jones or AP.

    For example, a report I helped co write for the Guardian on Joerg Haider in 2002 took almost one day taking into consideration things like travel.

    Another hastily convened press conference I attended for The Guardian and Observer on the poisoning of Victor Yuschenko took about an hour because of the delay in starting the conference, questions and so on. Even though I relayed the information immediately afterwards to Guardian journalist Nick Paton Walsh in Moscow, his report took several more hours to appear online. Every report has to be not just writen, but then sent to at last one sub editor for facts to be checked and its conformity to laws (laws on defamation etc) to be assessed.

    A report for the Financial Times used to have to undergo three layers of sub editing, and probably still does.

    While Handelsblatt s report on the Germanwings crash appeared after the official time of the crash, other media actually reported before. Focus reported on the Germanwings crash five days beforehand and Die Welt two days beforehand.

    This is the same as BBC reporter Jane Standley reporting on the collapse of WTC 7 before it happened. The tower is visible standing behind her as she reports it has collapsed.

    Architects and Engineers for 9 11 Truth have offered unambiguous proof that it is impossible for the Twin Towers and the WTC to have collapsed by fire.

    A collective cannot be as easily elimated as an indivuidual as controlled demolition expert Danny Jowenko.

    Other questions about the Germanwings crash asked by Anonymous are

    1) how was French President Francois Hollande able to state that all the crash victims were dead when the search and rescue teams hadn t even reached the crash site?
    2) why did Germanwings have no idea where its plane was one hour after the crash?
    3) what did the air traffic control tower in Cannes do when the Airbus started to plunge ?
    4) did controller contact the the Airbus crew?
    5) did the crew answer?
    6) how long can a controller wait before informing the French air force?
    7) how long did it take for the three French fighter jets observed by witnesses to make visual contact with the Airbus?
    8) wh y have the pilots of the three Mirage fighter jets not been questioned by the prosecutors?
    9) why has there been no analysis of the black boxes of the Mirage jets?
    10) what instructions do French air force pilots have when a plane has made a rapid descent and is heading towards Europe s largest dam, and there are 6 nuclear power plans just two flight minutes away?
    11) did radar contact break off because the French fighter jets activated electronic counter measures to block radar signals?

  • theunhivedmind

    Germanwings plane ‘could have been crashed by hacker and not Andreas Lubitz’

    Richard Hartley-Parkinson for 9 Apr 2015 8:33 am

    An aviation expert has suggested that Andreas Lubitz may not have been responsible for the Germanwings crash that killed 150 people in the French Alps.

    Matt Andersson, president of Indigo Aerospace, wrote a letter to the Financial Times in which he said it was possible the plane was ‘hacked’ before hitting the mountain.

    Andreas Lubitz is believed to have downed the plane on purpose and French authorities have pointed to the plane’s accelerated descent.

    But writing in the FT Mr Andersson warns against jumping to conclusions.

    He said: ‘…it could be from any number of causes, including external electronic hacking into the aircraft’s control and navigation systems through malware or electromagnetic interception.

    ‘This is one reason military and head-of-state aircraft are generally installed with specific shielding and additional active protective measures. Civilian aircraft are not.’

    He added: ‘The public should patiently wait for a thorough multi-party professional air safety investigation, while maintaining an independence of judgment over preliminary official hypotheses.’

    The investigation into the crash has come in for criticism because it has been accused of assigning blame before the probe was complete.

    The head of a trade association warned this could jeopardise other airline’s cooperation in the future following such incidents.

    French prosecutors revealed within days of the crash that the plane’s cockpit voice recording indicated that one of the pilots deliberately flew the plane into a mountainside, killing all 150 people on board.

    The subsequent investigation has focused in large part on the pilot’s history of depression and procedures at Germanwings and its parent company, Lufthansa, for screening pilots for mental health issues.

  • theunhivedmind

    German Wings crash – too many open questions

    APRIL 8, 2015
    By Peter Haisenko

    The information policy for the crash of the German Wings Airbus can not be called that trust. Too fast possible causes have been ruled out one culprit was named in early. The press has stifled by detailed secondary evidence, which should give the unproven perpetration of the copilot higher credibility. But most of all irritate me the messages to the flight recorder.

    Voice recorder without traces of fire

    After the voice recorder was found quickly, it was shortly afterwards first, that the flight recorder was found, but mysteriously missing memory elements. Then there was a correction, you have the flight recorder not yet been found. It has remained for several days. The voice recorder was found indeed suffer serious damage, but the finish was the original color of red and orange – no burn marks. I’ve been to often asked the question why nothing was seen of a fire at the crash site.

    The fuel is vaporized on impact

    The physics explains this question conclusively. The aircraft is equipped with such a high speed (over 700 km / h) pitched at an angle that the fuel could not ignite. The flame front speed for the combustion of kerosene is a low temperature under atmospheric conditions and at most 20 m / sec (about 100 km / h). The fuel is atomized on impact but multi-speed and almost could not ignite because of it. He is simply evaporated. This high impact speed also explains the debris picture of scattered small shreds. Until then, everything is conclusive.

    Especially in the network, the question of the Flight Recorder is becoming more pressing and finally the discovery of the same was announced. Not only that. The so important to the educational work object is a credibility-enhancing element was attached: The face of the finder. Now start the inconsistencies. At first I was very surprised how fast was notified after a few hours, the result of a first analysis, which confirmed the perpetration of the copilot. So there you have a damaged recorder and can evaluate this in such a short time. This seems at least unusual.

    Is there something to hide, and if so, what?

    Flight Recorder with burn marks

    For this severely damaged part reliable data to be extracted within a few hours?

    Then, the state of the found flight recorder. Less than 30 centimeters rubble he should have been buried, but it looks as if he’s been a while located in the fire – and so it was also shown. Here I have at least two problems. 1. It has not burned (see above). Why then has this recorder burn marks? Especially in comparison with the voice recorder, which was built in the immediate vicinity of the singed Flight Recorder rear of the aircraft, and has no burn marks. 2. The recorder was less than 30 centimeters debris. In this place, he may have been exposed to fire, and we can assume that he has pitched just a few seconds after impact at this point and immediately covered by the rubble. The state of the Flight Recorder to burn marks is a big mystery for me.

    To get a solid Accidents and Investigations concluded that the two data recorder must be synchronized. The sounds and the technical characteristics are time-wise match. However, this feat can not be accomplished within a few hours after finding a damaged recorder. So, I get the suspicion that this is the second time a result is presented in the form has no honest basis and only serves to confirm the first; to keep the public “on track”. In view of this, the question arises: Is there something to hide, and if so, what?

    Psychological studies

    Before I go on speculation that demand for psychological assessment for pilots must be considered. She goes even so far that the confidentiality of doctors as a whole is called into question. It is superfluous. Airline pilots every year for at least six times evaluated psychologically. Once a year, the flight surgeon must determine the airworthiness, aged 40 and over twice. My flight surgeon told me to that interest him the “technical” details only in passing. Much more important is it to detect the overall condition of the pilot: How he comes to the door, as he reacts to studies that appear often laughable (with closed eyes meet with your finger tip tip of the nose while standing on one leg …).

    Then everyone has to four times per year in the simulator. There, the knowledge of the process is not only trained and tested. The well-trained in this regard check pilot course examines the entire image of the crew that is trained and tested. If abnormalities are identified, they are thoroughly discussed and possibly other (training) arranged measures.

    At least once a year there is to complete a “line check”. These take a training pilot during a normal flight in the cockpit space and examined at least two flights, as the entire crew copes with the demands of a flight. Especially here abnormalities may be particularly well recognized, because for some of my colleagues, the presence of an examiner increased stress. This check pilot has not only the right but the duty realized to report deficiencies or irregularities, and if necessary even to escape the captain in command. I think it is unreasonable to demand further measures in this direction.

    All kinds of speculations circulating on the net

    As a pilot and technician, I refuse to spread wild speculations. Of which there are already too many on the net. However, I can rule out a few of speculation as completely nonsensical, given the extremely thin layer information. But what irritates me is that so far no circulating speculation that it could have been a bomb in the rear cargo compartment that caused the disaster. If this were so, then would the entire aviation industry is a huge problem. The security measures can be hardly expanded and how do you then take steps being repeated likely? A bomb may it therefore not have been.

    The official explanation for the crash came not only fast, they also followed Piecewise the questions that have been raised in the network. Had the copilot now on an oxygen mask? If so, you should have seen already the voice recorder unquestionable. Breathing under the mask sounds unmistakably different than without. If the speed brake, air brake was pressed? The well-known far accident history is only possible in my opinion, if the speed brake is operated, provided the aircraft was previously undamaged. The autopilot can the speed brake in flight is not automatically use. The flight recorder must have saved data about it. Why is this issue is not even mentioned?
    Information policy leaves many question marks

    Not only here, I get the suspicion that the information is presented in a way that the “normal” public can not detect the inconsistencies and very few professionals with their legitimate questions remain unsatisfied. While the mainstream media does not address these issues, there is no reason to startle the public with more conclusive details. I can only say as an expert on this information policy that it is extremely unusual and leaves too many question marks. Some of these issues have been brought to the part of readers at me and I currently can not satisfactorily answer, I will list below.

    Was preceded by a question that was also asked several times to me and I can answer: Could the data on a flight recorder made subsequently, are so fake? Yes, that is possible. It would have been enough time available for this purpose. However, a possible forgery is difficult, if it is to be in sync with the undistorted voice recorder. So whether counterfeits may be, must be relegated to the realm of speculation from today’s perspective. My answer to the question is purely technical in nature and should in no way serve to promote any “conspiracy theory”.
    Here are some of the unanswered questions:

    How is it possible for the apparently chaotic crash site to exclude a few hours a terrorist (or any other causality)?

    Why describe all duty (testable) primary sources AL as a fun, friendly and quiet?

    Why write a suicide perpetrators of alleged agenda with no note or a similar note?

    Why is planning a long-term offender suicide an act that indicates to want to perpetuate for posterity, but then does not use the possibility of a final speech?

    How predictable is the toilet of the pilot on a short-haul flight for an alleged suicide perpetrators?

    Why choose a passionate pilot with suicidal intent the complicated path of an A320 Crashes, where it would have been easy for him to achieve his alleged target at any time in gliders?

    If you search the internet for suicide options, and then select exactly the way, which is flying, which has dominated his whole life?

    Why is it for someone who has completed a complete pilot training (specific for A 320), it is necessary to investigate the action of the cockpit door on the Internet?

    Why are found in all officially published images absolutely no evidence of seats, luggage, components or of the interior?

    How likely is it that the only Amazone digs in the army of assistants exactly on her first day of use FDR?

    Why were from the beginning to the usual “standard villains” as Muslims and Russians excluded?

    Why publishes the New York Times alleged key messages from the voice recorder before the public press conference of the BEA?

    As the immediate, almost panic tryst three highest state officials considering the severity of the accident explains compared to previous behavior?

    Why is there no plausible explanation to the number and order of the accident site seen combat aircraft?

    The list is incomplete …..

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