-Caveat Lector-
You been sleeping pal?
This official party line has been exposed as concocted six ways from Sunday,
and I *DO NOT* appreciate your posting the appearance of my agreement to
official party line coverup.
HERE IS MY considered opinion which I have previously posted IN (partial)
REFUTATATION of the report you posted under my name below:
MOST important is that several facts that even this possibly sanitized and
whitewashed (definitively so if one assumes a prepoderance of other evidence
points toward an assassination) -
stand in DIRECT repudiation of:
Controlled monopoly "mainstream" disinformational media reporting of
"reckless" pilot with "46 HOURS" of flight time.
An hypothesis of journalistic error simply boggles the imagination in the
face of easily verifiable facts indicating "over 100 hours" at time of FAA
pilot's test over a year ago, not to mention the confirmation by NTSB of
"about 300 hours" (presumably also a YEAR+ ago, "not counting time" in
current Piper aircraft.)
FAA pilot's test-administrator stated "over 100 hours" and "probably
qualified as a COMMERCIAL pilot" as his characterization of Kennedy's
piloting skills.
Unless we agree to assume "journalistic error" of MONUMENTAL proportion, we
must accept purposeful disinformation (obvious answer imho.)
*IF* we *DID* agree to "journalistic error" ... would we not expect this
revelation (300+ hours) to spark some interest on the part of "responsible
journalists" (oxymoron?) to inspect this misinformation, and therefore
consider more carefully the PROBABILITY of assassination? Is this not an
IMPORTANT and WEIGHTY piece of information which was PRE-EMINENTLY used in
spin-doctoring the "public opinion", which if an "error" we should expect a
"responsible press" (haha) to emphatically RETRACT? Watch carefully; none
will be forthcoming.
*WHY* would the Kennedy family (all members of whom may be expected to have
reasonable knowledge of the "about 300 hours" of flight time- hold complete
silence on the disinformational "46 hours" lie propagated along with the
ludicrous "reckless" image tar-brushing?
(suggestions: Fear of further murderous persecution which is implicit in the
location of the assassination, as well as in it's timing "commemerative" of
a previous incident; holding silence so as to not inform the killers of
their operatives' investigations)
NO MENTION is made:
Of the fact that there was a VOICE radio contact between Kennedy and the
control tower at his ultimate destination immediately prior to the downing
of the plane.
No distress was indicted. No visiblity difficult was indicated.
Eyewitness accounts indicating GOOD visibility.
Eyewitness accounts of FLASH of light in the vicinity of the plane AT THE
TIME of it's downing, consistent with Skolnick's bombing account.
Other discrepancies:
Two options are presented for "choice" to the "public" - pilot error OR
mechanical malfunction.
Any evidence or speculation regarding what actually happened (assassination)
will be hidden by lack of media reference, by evidence tampering, etc.
The LONG time interval between crash and recovery has been noted as UNUSUAL
by knowledgeable persons who are not part of the coverup conspiracy- this
allows time for the assassination/coverup conspirators to exploit the
emotional value for hypnotic effect in PROGRAMMING the audience to accept
"official prouncements," not to mention selling airtime.. as well as the
time necessary to obtain suitably damaged aircraft portions to SUBSTITUTE
for bomb/missle damaged portions of the Kennedy craft.
Report states: "experienced pilots believe" ... and goes on to IMPLANT
speculation regarding pilot error.
PROBLEM: Disinformational machination is noted in that a pilot with OVER 300
HOURS - *IS* an experienced pilot. Speculation that such an EXPERIENCED
PILOT became "disoriented" and FLEW INTO THE OCEAN is painfully stupid- as a
PASSENGER with perhaps 300 hours of flight time, I KNOW which way is UP! As
a pilot with ONE HOUR <grin> of flight time in a small plane- I KNOW which
way is up. Any pilot with 300+ hours and reasonable visibility will NOT
become "disoriented" and WOULD be able to pilot a plane such as Kennedy's to
a soft crash landing even without an engine.
NO mention is made of standard electromagnetic spectra monitoring data
recordings and MISSING records for the exact two hour time period
surrounding the incident which would have possibly corroborated a bombing or
the use a star-wars "pulsed energy" weapon reputedly available at nearby
Montauk Point.
Pointless information noted:
Prop rotation. This is a useless piece of disinformation. If the engine
failed or seized, the prop would be rotating (free-wheeling.) The bomb
Skolnick reported would have resulted in a crash with a prop rotating.
The man was murdered by NWO operatives.
The evidence is in the cover-up.
It will not be found by "officials" with possibly mixed motives and possibly
fraudulent "evidence."
Just because you aren't paranoid- doesn't mean they're not out to get you ;)
redistribute freely.
Dave Hartley
http://www.Asheville-Computer.com
http://www.ioa.com/~davehart
-----Original Message-----
From: [EMAIL PROTECTED] [mailto:[EMAIL PROTECTED]]
Sent: Friday, July 30, 1999 8:01 PM
To: Dave Hartley
Cc: [EMAIL PROTECTED]; Susan Ferguson
Subject: Fwd:The Verdict is In on the JFK, Jr. "Accident".
Dear Dave:
Received this predictably santized and whtewashed "official" report (my
opinion) from Nora Amrani, a friend who doubts there was any conspiracy
involved in the Kennedy crash.
Any comment?
Aloha,
Ed
In a message dated 99-07-30 17:30:38 EDT, NoraAmrani writes:
<<
The verdict is in:
ATLANTA (CNN) -- The wreckage of John F. Kennedy Jr.'s plane showed no
evidence of an in-flight break-up or fire, federal investigators said
Friday.
The propeller showed "rotational damage," meaning it was turning when it
hit
the water.
The National Transportation Safety Board findings are likely to fuel
speculation that it was pilot error rather than a mechanical malfunction
that
caused the July 16 crash off Martha's Vineyard, Massachusetts.
Kennedy, his wife, Carolyn Bessette Kennedy, and her sister, Lauren
Bessette, died when the Piper Saratoga II he was piloting plunged into the
Atlantic.
The NTSB said that in addition to the propeller, it had recovered 75
percent
of the fuselage and cabin area, 80 percent of the left wing and 60 percent
of
the right wing, the engine and the instrument panel.
In a written statement, investigators said they found no evidence "that
would have prevented either the engine or the propeller from operating."
A cockpit recording device was recovered from the high-performance plane,
but it had been destroyed on impact.
Unlike the cockpit voice recorders aboard commercial planes, the device on
Kennedy's plane was not intended to help accident investigators and was not
designed to survive a crash.
The NTSB confirmed that Kennedy received his private pilot's license in
April 1998. He had accumulated about 300 hours of flying experience, not
including time in the Saratoga. He was licensed to fly only under visual
flight rules.
Federal investigators confirmed that Kennedy received an Internet weather
forecast at 6:30 p.m. EDT for the flight from New Jersey to Massachusetts.
The report indicated good visual flight conditions with a visibility of six
to eight miles. Kennedy did not take off until 8:38 p.m.
No weather warnings were issued to pilots flying Kennedy's route, which
took
him over the Long Island Sound along the southern coast of Connecticut.
"However, pilots who had flown over Long Island Sound that evening reported
after the accident that the in-flight visibility over the water was
significantly reduced," the safety board's statement said. "Interviews of
those pilots will continue."
Experienced pilots believe Kennedy became disoriented in his nighttime
flight over water, causing him to lose control of his aircraft, which sent
it
into the water at a rate of 5,000 feet per minute.
The wreckage is housed in a hangar at the U.S. Coast Guard Air Station at
Cape Cod, Massachusetts, where the investigation into the Piper's avionics
and instruments and Kennedy's flight time and training is continuing. The
NTSB is expected to issue a final report in several months.>>
Dave Hartley
http://www.Asheville-Computer.com
http://www.ioa.com/~davehart
-----Original Message-----
From: Conspiracy Theory Research List [mailto:[EMAIL PROTECTED]]On
Behalf Of William Shannon
Sent: Sunday, August 01, 1999 12:15 AM
To: [EMAIL PROTECTED]
Subject: Re: [CTRL] FW: Kennedy Crash NOT LISTED!-NTSB Website
-Caveat Lector-
In a message dated 7/31/99 6:50:40 PM Pacific Daylight Time,
[EMAIL PROTECTED] writes:
<< www.ntsb.gov/aviation/9907 >>
NTSB Identification: NYC99MA178
Accident occurred JUL-16-99 at VINEYARD HAVEN, MA
Aircraft: Piper PA-32-R301, registration: N9253N
Injuries: 3 Fatal.
This is preliminary information, subject to change, and may contain errors.
Any errors in this report will be corrected when the final report has been
completed.
On July 16, 1999, about 2141 eastern daylight time, a Piper PA-32-R301,
Saratoga II, N9253N, was destroyed during a collision with water
approximately 7 1/2 miles southwest of Gay Head, Martha's Vineyard,
Massachusetts. The certificated private pilot and two passengers were
fatally
injured. Night visual meteorological conditions prevailed, and no flight
plan
had been filed for the personal flight conducted under 14 CFR Part 91. The
flight originated from Essex County Airport (CDW), Caldwell, New Jersey, and
was destined for the Martha's Vineyard Airport, (MVY), Vineyard Haven,
Massachusetts. According to witnesses, the flight was en route to Martha's
Vineyard to drop off one passenger, and then continue on to Hyannis,
Massachusetts. According to computer records, a person using the pilot's
subscriber log-in code obtained aviation weather information from an
internet
site at 1834. The weather information was for a route briefing from
Teterboro, New Jersey, to Hyannis, with MVY as an alternate. The forecast
for
Hyannis called for winds from 230 degrees at 10 knots, visibility 6 miles,
and sky clear; with winds becoming 280 degrees at 8 knots. Additionally, no
AIRMETS or SIGMETS were issued for the route of flight, and all airports
along the route of flight reported visual meteorological conditions. The
flight departed CDW at 2038. The pilot informed the CDW tower controller
that
he would be proceeding north of the Teterboro Airport, and then eastbound.
There is no record of any further communications between the pilot and the
air traffic control system. According to radar data, the airplane passed
north of the Teterboro Airport, and then continued northeast along the
Connecticut coastline at 5,600 feet, before beginning to cross the Rhode
Island Sound near Point Judith, Rhode Island. A review of the radar data
revealed that the airplane began a descent from 5,600 feet about 34 miles
from MVY. The airspeed was about 160 knots, and the rate of descent was
about
700 feet per minute (fpm). About 2,300 feet, the airplane began a turn to
the
right and climbed back to 2,600 feet. It remained at 2,600 feet for about 1
minute while tracking on a southeasterly heading. The airplane then started
a
descent of about 700 fpm and a left turn back to the east. Thirty seconds
into the maneuver, the airplane started another turn to the right and
entered
a rate of descent that exceeded 4,700 fpm. The altitude of the last recorded
target was 1,100 feet. On Tuesday, July 20, 1999, about 2240, the airplane
was located in 116 feet of water, about 1/4 of a mile north of the 1,100
foot
radar target position. The engine, propeller hub and blades, and entire tail
section were recovered. The entire span of both main wings' spars were also
recovered. Additionally, about 75 percent of the fuselage/cabin area, 80
percent of the left wing structure, and 60 percent of the right wing
structure were recovered. The recovered wreckage was taken from an area that
was about 120 feet long and oriented along an approximate bearing of 010/190
degrees. Preliminary examination of the wreckage revealed no evidence of an
in-flight structural failure or fire. The right wing structure exhibited
greater deformation than the left wing structure. Two of the three landing
gear actuators were recovered and found in the fully retracted position.
There was no evidence of conditions found during examinations that would
have
prevented either the engine or propeller from operating. Visual inspection
of
the propeller indicated the presence of rotational damage. Detailed
examination of the navigation and communication radios, autopilot, and
vacuum
systems are planned for a later date. The pilot received his private pilot
certificate in April 1998. He did not possess an instrument rating.
Interviews and training records revealed that the pilot had accumulated
about
300 hours of total flight experience. These hours did not include the recent
experience gained in the accident airplane. Pilots who had flown over the
Long Island Sound that evening were interviewed after the accident. These
pilots reported that the in-flight visibility over the water was
significantly reduced.
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DECLARATION & DISCLAIMER
==========
CTRL is a discussion and informational exchange list. Proselyzting propagandic
screeds are not allowed. Substance�not soapboxing! These are sordid matters
and 'conspiracy theory', with its many half-truths, misdirections 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, CTRL
gives no endorsement to the validity of posts, and always suggests to readers;
be wary of what you read. CTRL gives no credeence to Holocaust denial and
nazi's need not apply.
Let us please be civil and as always, Caveat Lector.
========================================================================
Archives Available at:
http://home.ease.lsoft.com/archives/CTRL.html
http:[EMAIL PROTECTED]/
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