[CTRL] EgyptAir 990 and demonic mind control.

[John Miller]

-Caveat Lector-   EgyptAir 990 and demonic mind control. I suggest the very experienced Egyptian co-pilot, Gameel al-Batouti, should not be blamed for deliberately crashing EgyptAir 990 and killing all onboard, that is himself and over two hundred others, for it very much seems as if a demonic force entered his mind that so guided him in his actions to crash the plane into the sea. The clue for pilot demonic mind control is that at the start of the investigation the Egyptian delegation had included a man named Mamdouh Heshmat, a high official in civil aviation. When the cockpit voice recording first arrived at the National Transportation Safety Board, (NTSB), Mamdouh Heshmat was there, and he heard the voice recording through with a headset. According to several investigators who listened alongside him, Mamdouh Heshmat came out of the room looking badly shaken, and made it clear he knew that co-pilot Gameel Batouti had done something wrong. The next day Mamdouh Heshmat flew home to Egypt and curiously was never to reappear in again Washington D.C. When the NTSB investigators went to Cairo, they could not find Mamdouh Heshmat though it was said that he was still working for the Egyptian Gvernment. And when an Egyptian air investigator for EgyptAir 990 was asked where was Mamdouh Heshmat, he answered, "I don't recall his name." So a cover up was very quickly in operation that the no Egyptian pilots should be blamed for the crash. And Hani Shukrallah, a Cairo newspaper columnist had said, "I know that as far as the Egyptian Government was concerned, the point that this was not pilot error, and that the Egyptian pilot did not bring it down, for this was decided before the investigation began. It had to do with Egypt's image in the outside world… The Government would have viewed this exactly as it would, for example, an Islamic terrorist act in Luxor, something that we should cover up...” The flight lasted thirty-one minutes. During the departure from New York it was captained, as required, by the aircraft commander, a portly senior pilot named Ahmad al-Habashi, fifty-seven, who had flown thirty-six years for the airline. Habashi of course sat in the left seat. In the right seat was the most junior member of the crew, a thirty-six-year-old co-pilot who was progressing well in his career and looking forward to getting married. Before takeoff the co-pilot advised the flight attendants by saying, in Arabic, "In the name of God, the merciful, the compassionate. Cabin crew takeoff position." This was not unusual. The flight lasted thirty-one minutes. During the departure from New York it was captained, as required, by the aircraft commander a pilot named Ahmad al-Habashi and assisted by his co-pilot. Then, twenty minutes into the flight, the ‘cruise’ co-pilot, Gameel al-Batouti, arrived. Batouti was a big, friendly guy with a reputation for telling jokes and enjoying life and three months short of sixty, and mandatory retirement. He had joined the airline in his mid-forties, after a career as a flight instructor for the air force, and had rejected several opportunities for command. Soon the cockpit voice recording was to offer up circumstantial evidence that shocked the American investigators but they were also relieved by the obvious conclusion, that despite their initial fears, there was nothing wrong with the airplane. The apparent cause was pilot error at its extreme, for co-pilot  Batouti had gone haywire. Every detail that emerged from the two flight recorders suggest this, in that the sequence of the switches and controls that were moved, the responses of the airplane, and the words that were spoken, however cryptic and incomplete, shows that Batouti had become mentally disturbed. And he had waited to be alone in the cockpit, and had intentionally took the airplane’s passengers to their death. He had even fought the captain's attempt to save the aircraft. Why? Professionally, the NTSB didn't need to care. It was up to the criminal investigators at the FBI to discover if this was a political act, or the result of a conspiratorial plot. The FBI never found any evidence of Batouti having any terrorist connections. But in pure aviation terms it didn't really matter why Batouti did it. So the person to blame was dead and of course the wreckage would not require tedious inspection. At 1:47am Sunday morning the call came in from air-traffic control, from Ann Brennan, and Captain Habashi handled the call. He said, "New York, EgyptAir Nine-nine-zero heavy, good morning," and she answered with her final "EgyptAir Nine-ninety, roger." So at about two minutes after the final radio call, at 1:49:53am in the morning, the air-traffic-controller’s radar swept across EgyptAir's transponder at 33,000 feet. Afterward, at successive twelve-second intervals, the radar read 31,500, 25,400, and 18,300 feet, a descent rate so great that the air-traffic-control computers interpreted the information as false, and showed "XXXX" for the altitude. A minute earlier1:48am it seems that Batouti was now alone in the cockpit and 767 Boeing was at 33,000 feet, cruising peacefully eastward at 0.79 Mach. At 1:48:30am a strange, word-like sound was uttered, three syllables with emphasis on the second, and what is clear is that Batouti had softly said, "Tawakkalt ala Allah," which proved difficult to translate, and was at first rendered incorrectly, but essentially means "I rely on God." The autopilot disengaged, and the airplane sailed on as before for another four seconds. Again Batouti said, "I rely on God." Then two things happened almost simultaneously, according to the flight-data recorder: the throttles in the cockpit moved back fast to minimum idle, and a second later, back at the tail, the airplane's massive elevators (the pitch-control surfaces) dropped to a three-degrees-down position. When the elevators drop, the tail goes up; and when the tail goes up, the nose points down. Apparently Batouti had cut the power and pushed the control yoke forward. The effect was dramatic. The airplane began to dive steeply. And six times in quick succession Batouti repeated, "I rely on God." His tone was calm, and then once again Batouti said, "I rely on God." Captain Habashi made his way back from the lavatory and entered the cockpit and yelled, "What's happening? What's happening?" Batouti said, "I rely on God." The airplane was dropping through 30,800 feet, and accelerating beyond its maximum operating speed of 0.86 Mach. In the cockpit the altimeters were spinning clocks and the warning horns were sounding, warning lights were flashing because of low oil pressure on the left engine, and then on the right engine, and then the master alarm went off. For the last time Batouti said, "I rely on God." Again Habashi shouted, "What's happening?" By then he must have reached the left control yoke and slowing the rate at which the aircraft’s nose was dropping. But the 767 was still angled down steeply, at 40 degrees below the horizon, and it was accelerating and the rate of descent reached 39,000 feet a minute.  "What's happening, Gameel? What's happening?" shouted the captain again as he was clearly pulling very hard on his control yoke, trying desperately to raise the aircraft’s nose. Even so, thirty seconds into the dive, at 22,200 feet, the airplane hit the speed of sound, at which it was certainly not meant to fly. Many things happened in quick succession in the cockpit. Batouti reached over and shut off the fuel, killing both engines. And the captain screamed out, "What is this? What is this? Did you shut the engines?" The throttles were pushed full forward, for no obvious reason, since the engines were dead. The speed-brake handle was then pulled, deploying drag devices on the wings. At the same time, there was an unusual occurrence back at the tail and the right-side and left-side elevators, which normally move together to control the airplane's pitch, began to ‘split’, or move in opposite directions. And it seems that the right elevator was being pushed down by Batouti while the left elevator was being pulled up by the captain. The NTSB concluded that a “force fight” had broken out in the cockpit. The 767 was at 16,416 feet, doing 527 miles an hour, and now a belated recovery was under way but to no avail for the radar reconstruction showed that the 767 recovered from the dive at 16,000 feet and, like a great wounded glider, soared steeply back to 24,000 feet, turned to the southeast while beginning to break apart, and shedding its useless left engine before diving at high speed to its destruction and the terrifying journey to their death for the passengers and crew, but not all the crew were terrified. For the co-pilot, Gameel al-Batouti’s mind was seemingly possessed, and so he was probably not in fear of death, and had become in those last minutes, a puppet of Evil. Hence, he really cannot be blamed… My daughter is a long-haul British Airways stewardess, and I suggest the crew are trained in handling any passenger or crew member who becomes mentally possessed, especially pilots, who seek the destruction of the aircraft and the death of all onboard. (My thanks to William Langewiesche for the background of the above). First to show Ancient Egyptian falcon masked god Horus, whose insignia is that of  EgyptAir, and falcon’s reference number 61, increased to 6.10000e+53 x 4 and /Pi is equivalent to the multiplication of two vast cubes, the ‘Cube of Light’ at 186,282.5638 miles per second as feet, x the ‘Cube of Darkness’ at 177,000 miles per second, as feet, that is the speed of gravity. So Light x Darkness reveals the powerful god Horus, the merciless killer of the sky. So two important standards of natural measurement can so be contrived. Now once again I use the Time Marker, that is the destruction of the South Tower of the World Trade Center, at 9:59:04am Tuesday, September 11th 2001 and count down to 1:52:42am Sunday, October 31st 1999 and the destruction of EgyptAir 990, at 1.86402927 years. I also use on a regular basis, Independence Day USA, that is a moment after midnight on July 4th 1776 as a Time Marker, and counting to 1:52am Sunday, October 31st 1999 is 223.3260237 years. And both periods, multiplied as days and hours squared thrice, is 1.09600250e+84. And one of the most demonic reference numbers is 611, that for the ‘Skull and Crossbones’ of Lucifer, and 611 x 3 at a radius of 1,833 miles is the sphere of Hell itself, (611 is the Skull at 322 the Dragon, + the Crossbones at 289, the Serpent, so 611 is also the Dragon-Serpent).  Another demonic reference number is 508, that of the Devil. And the reference number 10960.0250 is made up 611 x 611 and /40 is 9333.025 that of the AntiChrist, + 611 + the Devil at 508 + 508, so the Devil, was waving the ‘Flag of No Mercy’ to those onboard, namely the ‘Skull and Bones’, the ‘Flag of Hell’. So says I, it was the Devil itself who entered the mind of Egyptian co-pilot, Gameel al-Batouti, causing him to crash EgyptAir 990. Very sad. John D. Miller www.ctrl.org DECLARATION & DISCLAIMER ========== CTRL is a discussion & informational exchange list. Proselytizing propagandic screeds are unwelcomed. Substance—not soap-boxing—please! These are sordid matters and 'conspiracy theory'—with its many half-truths, mis- directions and outright frauds—is used politically by different groups with major and minor effects spread throughout the spectrum of time and thought. That being said, CTRLgives no endorsement to the validity of posts, and always suggests to readers; be wary of what you read. CTRL gives no credence to Holocaust denial and nazi's need not apply. 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