Bomb wreckage inside USS Liberty and bomb wreckage inside the Pentagon
Pictures of the USS Liberty damage
Pictures of the Pentagon damage
Click on the URL below to view (NSFW – human remains):
Some people say the plane fits in the hole …
… But this shows the plane doesn’t fit in the hole
UA175 flight path data
Other crashes into buildings
Depleted uranium missile on plane?
[Radioactivity; Bijlmer crash]
Eyewitnesses describe an explosion: shockwave, odor of cordite and bright silvery flash
Air Force Lt. Col. Marc Abshire — from in his office on the D ring, near the eighth corridor
“It shot me back in my chair. There was a huge blast. I could feel the air shock wave of it. I didn’t know exactly what it was. It didn’t rumble. It was more of a direct smack.”
Terry Morin, a former USMC aviator — heard from the BMDO offices at the old Navy Annex
“I saw the flash and subsequent fireball rise approximately 200 feet above the Pentagon. There was a large explosion noise and the low frequency sound echo that comes with this type of sound. Associated with that was the increase in air pressure, momentarily, like a small gust of wind. For those formerly in the military, it sounded like a 2000lb bomb going off 1/2 mile in front of you.”
James S Robbins — from office 1 1/2 miles from Pentagon
“There was a silvery flash, an explosion, and a dark, mushroom shaped cloud rose over the building. I froze, gaping for a second until the sound of the detonation, a sharp pop at that distance, shook me out of it.”
Jeff Anlauf — from 14th floor of the Sheraton Hotel, located 1.6 miles from the explosion
“Then, about 5 seconds later, the whole hotel shook. I could feel it moving.”
Peter M. Murphy — in Mr. Murphy’s office on the fourth floor of the Pentagon’s outermost ring, the E-Ring, overlooking the helo-pad
“At that instant, a tremendous explosion with what Mr. Murphy said was a noise ‘louder than any noise he had ever heard’ shook the room. Mr. Murphy, who had been standing with his back to the window, was knocked entirely across the room, while Hogue was jolted into his office.”
Mike Dobbs — [?location]
“Everyone said there was a deafening explosion, but with the adrenaline, we didn’t hear it.”
Noel Sepulveda — in parking lot, over one hundred feet from explosion
“For a brief moment, you could see the body of the plane sticking out from the side of the building. Then a ball of fire came from behind it. An explosion followed, sending Sepulveda flying against a light pole.”
Master Sergeant Noel Sepulveda — standing only 150 feet from the point of impact […] followed by an explosion; and the blast of the impact was so tremendous, that from his vantage point, it threw him backward over 100 feet slamming into a light pole causing him internal injuries.
SGT Dewey Snavelyles Fowler — driving along Arlington’s Quaker Lane
“Then we heard an explosion and the truck rocked back and forth.”
Navy Capt. Charles Fowler — heard from inside the Pentagon
“You could feel the building shake. You knew it was a major explosion.”
Lt. Col. Ted Anderson
“We ran to the end of our building, turned left and saw nothing but huge, billowing black smoke, and a brilliant, brilliant explosion of fire.”
“Even before stepping outside I could smell the cordite. Then I knew explosives had been set off somewhere.”
“We saw a huge black cloud of smoke, she said, saying it smelled like cordite, or gun smoke.”
Original link: http://eric.bart.free.fr/iwpb/
Other plane spotted in its wake
C-130 military planeC-130 Turboprop
“Soon after the crash (Within 30 seconds of the crash) I witnessed a military cargo plane (Possibly a C130) fly over the crash site and circle the mushroom cloud. My brother inlaw also witnessed the same plane following the jet while he was on the HOV lanes in Springfield. He said that he saw a jetliner flying low over the tree tops near Seminary RD in Springfield, VA. and soon afterwards a military plane was seen flying right behind it.”
Scott P. Cook
“As we watched the black plume gather strength, less than a minute after the explosion, we saw an odd sight that no one else has yet commented on. Directly in back of the plume, which would place it almost due west from our office, a four-engine propeller plane, which Ray later said resembled a C-130, started a steep decent towards the Pentagon. It was coming from an odd direction (planes don’t go east-west in the area), and it was descending at a much steeper angle than most aircraft. Trailing a thin, diffuse black trail from its engines, the plane reached the Pentagon at a low altitude and made a sharp left turn, passing just north of the plume, and headed straight for the White House.”
A C-130 cargo plane had departed Andrews Air Force Base en route to Minnesota that morning and reported seeing an airliner heading into Washington ‘at an unusual angle,’ said Lt. Col. Kenneth McClellan, a Pentagon spokesman. Air-traffic control officials instructed the propeller-powered cargo plane ‘to let us know where it’s going,’ McClellan said. The C-130 pilot ‘followed the aircraft and reported it was heading into the Pentagon,’ he said.
“Then the plane — it looked like a C-130 cargo plane — started turning away from the Pentagon, it did a complete turnaround.”
Phillip Thompson — observed from 1-395 HOV lanes, directly across from the Navy Annex
“Then a gray C-130 flew overhead, setting off a new round of panic. I tried to reassure people that the plane was not a threat. All around me people began to panic, fleeing for their lives.”
“The second plane looked similar to a C- 130 transport plane, he said. He believes it flew directly above the American Airlines jet, as if to prevent two planes from appearing on radar while at the same time guiding the jet toward the Pentagon.”
Ournet family — watched from the Naval Annex
“The only large fixed wing aircraft to appear was a gray C-130, which appeared to be a Navy electronic warfare aircraft, he seemed to survey the area and depart in on a westerly heading.”
“Within a minute another plane started veering up and to the side. At that point it wasn’t clear if that plane was trying to manouver out of the air space or if that plane was coming round for another hit.”
He said that he saw a helicopter circle the building. He said it appeared to be a U.S. military helicopter, and that it disappeared behind the building where the helicopter landing zone is – excuse me – and he then saw fireball go into the sky. […] It’s a very tense situation obviously, but initial reports from witnesses indicate that there was in fact a helicopter circling the building, contrary to what the AP reported, according to the witnesses I’ve spoken to anyway, and that this helicopter disappeared behind the building, and that there was then an explosion.
“The aircraft struck a helicopter on the helipad, setting fire to a fire truck.”
He said another witness told him a helicopter exploded.
Five bodies not identified at the Pentagon
The remains of five people killed in the terrorist attack on the Pentagon were damaged beyond identification in the massive explosion and fire after a hijacked airliner crashed into the building’s west side, officials said.
Investigators have identified remains of 184 people who were aboard American Airlines Flight 77 or inside the Pentagon, including those of the five hijackers, but they say it is impossible to match what is left with the five missing people.
“They exhausted all scientific leads,” said Army Maj. James Cassella, a Pentagon spokesman. “When all was said and done, they weren’t able to identify all of them.”
A team of more than 100 workers at a military morgue at Dover Air Force Base in Delaware used several methods to identify remains but primarily relied on DNA testing and dental records. They formally ended their effort Friday after concluding that some remains were too badly burned to identify.
“Some remains were just untestable,” said Chris Kelly, a spokesman for the Armed Forces Institute of Pathology in Washington. “We tested everything we could.”
Where’s the tail? (Killtown’s analysis)
Explosion heard when the plane struck the WTC
And then came this noise, a loud high-pitched roar that seemed to come from everywhere but nowhere. The second tower had exploded. In just seconds, it became amazingly obvious that what originally had appeared to be accidental was really an overt act of intentional hostility.
I didn’t see the second plane although I was looking at the tower at the time it hit. I have no recollection of taking the picture–a photograph taken milliseconds after the plane hit the south tower–that appeared on page two of the Daily News the next day.
Viewed from street level looking up at the World Trade Center, the photograph is framed by an achingly beautiful blue sky as an ominous black cloud of smoke billows out of the north tower. A brilliant orange fireball spews glass and melting steel to the ground.
Radioactivity detected at the Pentagon
Around the Pentagon there were reports of high radiation levels after 9-11. American Free Press has documentation that radiation levels in Alexandria and Leesburg, Va., were much higher than usual on 9-11 and persisted for at least one week afterward.
In Alexandria, seven miles south of the burning Pentagon, a doctor with years of experience working with radiation issues found elevated radiation levels on 9-11 of 35 to 52 counts per minute (cpm) using a “Radalert 50” Geiger counter.
One week after 9-11, in Leesburg, 33 miles northwest of the Pentagon, soil readings taken in a residential neighborhood showed even higher readings of 75 to 83 cpm.
“That’s pretty high,” Cindy Folkers of the Washing ton-based Nuclear Information and Resource Service (NIRS) told AFP. Folkers said 7 to 12 cpm is normal background radiation inside the NIRS building, and that outdoor readings of between 12 to 20 cpm are normal in Chevy Chase, Md., outside Washington.
The Radalert 50, Folkers said, is primarily a gamma ray detector and “detects only 7 percent of the beta radiation and even less of the alpha.” This suggests that actual radiation levels may have been significantly higher than those detected by the doctor’s Geiger counter.
“The question is, why?” Folkers said.
If the radiation came from the explosion and fire at the Pentagon, it most likely did not come from a Boeing 757, which is the type of aircraft that allegedly hit the building.
“Boeing has never used DU on either the 757 or the 767, and we no longer use it on the 747,” Leslie M. Nichols, product spokesperson for Boeing’s 767, told AFP. “Sometime ago, we switched to tungsten, because it is heavier, more readily available and more cost effective.”
The cost effectiveness argument is debatable. A waste product of U.S. nuclear weapons and energy facilities, DU is reportedly provided by the Department of Energy to national and foreign armament companies free of charge.
DU is used in a wide variety of missiles in the U.S. arsenal as an armor penetrator. It is also used in the bunker-buster bombs and cruise missiles. Because no photographic evidence of a Boeing 757 hitting the Pentagon is available to the public, 9-11 skeptics and independent researchers claim something else, such as a missile, struck the Pentagon.
A white flash, not unlike those seen in videos of the planes as they struck the twin towers, occurs when a DU penetrator hits a target.
Photographs from the Pentagon reveal that large round holes were punched through six walls in the three outer rings. The outside wall is 24 inches thick with a six-inch limestone exterior, eight inches of brick and 10 inches of steel reinforced concrete; the other walls are 18 inches thick.
The object that hit the Pentagon on 9-11 penetrated several feet of reinforced concrete, leaving holes with diameters between 11 and 16 feet.
Bill Bellinger, then head of the EPA’s Radiation Program for Region III, which includes Virginia, told AFP that he had received information of elevated radiation levels and contacted EPA officials at the Pentagon.
“I was concerned about that,” Bellinger said. “I didn’t disregard it at all.”
Bellinger told AFP that he thought the radiation was from DU in the aircraft.
Bellinger, who was based in Philadelphia, did not personally visit the Pentagon site and said that EPA personnel at the site had not reported high levels of radioactivity. However, the EPA official who Bellinger said had worked at the Pentagon, Craig Conklin, now at FEMA, told AFP that he had not been involved at the site, “directly or indirectly.”
Workers and FEMA officials at the Pentagon were seen wearing special protective outfits and respirators. FEMA photos show the workers going through decontamination procedures.
American Free Press 2004
Depleted Uranium Released During Canadian Plane Crash
By Christopher Bollyn
The recent crash of a Boeing 747 in Halifax, Canada, raises a number of questions about the use of depleted uranium (DU) in airplanes, public health concerns and the 9-11 attacks. When a Boeing 747 crashed and burned on takeoff at Halifax International Airport in Nova Scotia, Canada, on Oct. 14, an official accident investigator said the aircraft probably contained radioactive depleted uranium.
Bill Fowler, an investigator with the Transportation Safety Board of Canada, said the plane was likely equipped with DU as counterweights in its wings and rudder.
“A 747 may contain as much as 1,500 kilograms [3,300 lbs.] of the material,” the Canadian Press reported. It took 60 firefighters and 20 trucks about three hours to control the fire.
Fowler said: “there is no threat or concern” about DU exposure to those working on the wreckage.
“That’s baloney,” Marion Fulk, a retired staff scientist from Lawrence Livermore National Lab, told American Free Press. Fulk, 83, is currently researching how low-level ionizing radiation causes cancer, birth defects and a host of other health problems. Burning depleted uranium creates a “whole mess of oxides,” Fulk said, “which is what makes it so wicked biologically.”
In 1988, American physicist Robert L. Parker wrote that in the worst-case scenario, the crash of a Boeing 747 could affect the health of 250,000 people through exposure to uranium oxide particles. “Extended tests by the Navy and NASA showed that the temperature of the fireball in a plane crash can reach 1,200 degrees Celsius. Such temperatures are high enough to cause very rapid oxidation of depleted uranium,” he wrote.
“Large pieces of uranium will oxidize rapidly and will sustain slow combustion when heated in air to temperatures of about 500 degrees Celsius,” Paul Lowenstein, technical director and vice-president of Nuclear Metals Inc., the company that has supplied DU to Boeing, wrote in a 1993 article.
Now, some researchers are turning to the large number of sick firefighters and workers from the World Trade Center site and reports of elevated radiation levels around the Pentagon after 9-11. They contend that the Boeing 757 and 767 aircraft involved in the attacks may have also contained depleted uranium counterweights.
American Free Press 2004
High-Ranking Army Officer – Missile Hit Pentagon
Radiation Expert Claims High-Radiation Readings Near Pentagon After 9/11 Indicates Depleted Uranium Used
By Greg Szymanski
Two high profile radiation experts concur Pentagon strike involved use of a missile. Also Geiger counter readings right after the attack shows high levels of radiation 12 miles away from Pentagon crash site.
A radiation expert and high-ranking Army Major, who once headed the military’s depleted uranium project, both contend the Pentagon was hit by missile, not a commercial jetliner, adding high radiation readings after the strike indicate depleted uranium also may have been used.
“I’m not an explosives or crash site expert, but I am highly knowledgeable in causes and effects related to nuclear radiation contamination. What happened at the Pentagon is highly suspicious, leading me to believe a missile with a depleted uranium warhead may have been used,” said radiation expert Leuren Moret in a telephone conversation this week from her Berkeley, CA home.
Moret, who has spent a life time working in the nuclear field, first as a staff scientist at the Livermore Nuclear Weapons Laboratory in California, is now a member of The Radiation and Public Health Project (RPHP), a privately funded group studying the devastating effects of depleted uranium especially in Iraq and Afghanistan.
Regarding the missile theory, it is also backed up by retired Army Maj. Doug Rokke, a PhD educational physics and former top military expert banished from the Pentagon after the military failed to follow regulations regarding the use, clean up and medical treatment regarding the use of depleted uranium.
“When you look at the whole thing, especially the crash site void of airplane parts, the size of the hole left in the building and the fact the projectile’s impact penetrated numerous concrete walls, it looks like the work of a missile,” said Maj. Rokke from his Rantoul, IL home this week. “And when you look at the damage, it was obviously a missile. Also, if you look at the WTC and the disturbing flash hitting the tower right before the impact of the airplane, it also looks like a missile was used.”
And to prove the government’s jetliner theory is wrong, Moret said the quick actions of a friend near the Pentagon on the morning of 9/11, provide even more suspicion.
Moret recalls on the tragic morning that once she saw the jetliner strike the twin towers and then heard about the Pentagon crash, she immediately called a close friend in Alexandria VA, Dr. Janette Sherman.
Thinking radiation might be involved, she quickly asked Dr. Sherman, 77, a radiation expert and medical doctor who lived about 12 miles from the crash site, to get a Geiger counter reading.
What the pair of experts found is astonishing. What they found is not only astonishing but four years after 9/11, what’s even more incredible is that their findings have been completely ignored by most everyone, including the Bush administration, the 9/11 Commission and the mainstream media, all who appear more interested in rubber stamping the official 9/11 story then getting at the real truth.
“Dr. Sherman was downwind from the Pentagon on 9/11 and her Geiger counter readings show an extremely high reading, a reading of more than eight to ten times higher than normal,” said Moret, also an expert in the cause and effects of depleted uranium.
“Dr. Sherman, who is well-respected radiation expert herself, then went about contacting the proper authorities in order to try and alert emergency responders of the radiation risk at the Pentagon crash site. And we have also kept photos of the Geiger counter readings in order to verify what Dr. Sherman found 12 miles away.”
After notifying the Nuclear Industrial Safety Agency (NIRS), experts from the Environmental Protection Agency (EPA) and the FBI were alerted and according to Moret, radiation experts later confirmed high radiation levels at the Pentagon crash site possibly from the presence from depleted uranium or other unknown causes.
But what disturbed Moret most has been the Bush administration’s lack of concern and its failure to mount a thorough investigation into what really caused the high radiation levels, saying perhaps the findings might reveal something contrary to the official story that a jetliner rammed through 12 Pentagon walls of solid concrete.
“Even if there was depleted uranium used, do you think the likes of Bush, Cheney and Rumsfeld would really care? These are bottom feeders that 20 or 30 years ago wouldn’t have been even allowed to set foot in such high positions of power,” said Moret.
Although Dr. Sherman’s Geiger counter can’t be a conclusive finding, another nuclear radiation expert, Marion Fulk, agrees the positive reading, if anything, is suspicious.
“It definitely looks suspicious but of course many factors have to be considered before a conclusion is reached,” said Fulk in a telephone conversation this week. “The type of Geiger counter used by Dr. Sherman needs to be looked at as well as the possibility of the true source of the radiation, whether it is depleted uranium in a missile, ballast in the airplane or within the structure of the building hit.”
Cover-up to hide the radioactivity
Were DU Missiles Used on the World Trade Center?
By Christopher Bollyn
The video, “911: In Plane Site,” by Dave vonKleist, examines the video evidence and shows that there was a white flash before United Airlines Flight 175 and American Airlines Flight 11 struck the towers.
In the case of the South Tower, the vonKleist video shows the underside of the plane, seen from from four different cameras and angles, with a cylindrical pod and a mysterious white object being fired from the pod before the plane hits the tower. This object impacts the tower before the plane, creating a bright flash.
A similar white flash can be seen in the video, made by the Naudet brothers, of Flight 11 crashing into the North Tower.
The white flashes are similar to the flashes that are seen when depleted uranium (DU) penetrators hits their target. DU is a spontaneous pyrophoric material, i.e. it inflames when reaching its target generating such heat that it explodes.
If DU missiles preceded the impacts of Flights 175 and 11, then there is the question of what happened to the DU penetrators? One would expect that they traveled through the towers and carried on into the streets of New York or into other buildings.
Unless they impacted sufficiently dense objects to stop them, they should have continued through the buildings, and be seen flying ahead of the flames and debris. After all, uranium is 1.7 times more dense than lead.
A photo in Eric Hufschmid’s book “Painful Questions” [p. 39] shows two objects passing through the South Tower, ahead of the flames. One of them displays the characterics of burning uranium [see below].
In the main photo, seen below, two objects are visible passing through the South Tower. One is black and leaving a white smoke trail; the other is burning with a bright white flame and leaving a black trail.
The color of the flame and the color of the oxides [smoke] are important. The color of the flame indicates the substance that is burning and its temperature. The bright white flame is indicative of a reactive metal, such as magnesium or uranium.
American Free Press contacted Marion Fulk, a former staff scientist at Lawrence Livermore National Lab, to ask about the photos seen below. After studying the photos, AFP asked Fulk if the object in the photo could be uranium.
“Yes,” Fulk said, “It is possible.”
Asked if the black smoke could be uranium oxides, Fulk said, “Yes, it could be uranium oxide.”
Fulk went on to describe the “dirty” olive green, brown, and black colors of the 21 different phases of uranium oxide.
The gap between the burning object and the black smoke trail was explained by Leuren Moret, geo-scientist and international radiation expert, who said that the gap is where the uranium gas and vapors are so hot they are still invisible. As the vapors cool, they condense into visible uranium oxides.
Asked how the piece of uranium could be burning so hot, Moret explained that some of the kinetic energy from the uranium missile would be converted into heat.
If this is a DU penetrator, it could explain Moret’s claim that the World Trade Center rubble was radioactive.
Were DU missiles used to ignite the fuel in the airplanes to create the spectacular explosions that were used to explain the pre-planned demolition of the twin towers?
Three photos of the mysterious burning object passing through the South Tower. The white flame in the main photo is almost pure white. Is this the burning remnant of a DU penetrator?
VIDEO: Plane crash into South Tower – filmed from balcony
Plane crashing into the South Tower caught on film by a camera set up on a tripod on a balcony of an apartment across from the WTC2.
You can see the silvery streak of a missile cruising out of the tower.
Story of how the video was obtained here in link below.
“At the time I received this video it was not released publicly. It’s the personal video of someone i met.
After the first plane hit one of the towers, this cameraman set up his home video camera on a balcony 1 block from the world trade centers and left the room to let it record unknowing a 2nd plane would hit and he would catch it on tape.”
Original URL: http ://jeremymorrison(dot)com/wtcplane(dot)html (dead link)
El Al plane crash into an apartment building in the Netherlands
Bijlmer El Al plane crash tribute
VIDEO: Bijlmer El Al plane crash – tribute
Plane crash of Israeli El Al plane, a Boeing 744 plane. It crashed during a fueling stop on the way from New York to Israel. It was carrying an illegal shipment of plutonium and sarin nerve gas chemicals. There was also reported to be depleted uranium on the plane to act as ballast for the cargo. After the accident, many residents noticed their hair falling out, a sign of radiation poisoning.
At least 43 people died, 39 in the apartment block and 4 on the plane.
More information on the Bijlmer El Al plane crash FreedomPortal
Transcript from video:
“On October 2 1994 at 19:35 a Boeing 747 cargo plane of the Israeli airline El Al crashed in the apartment building of Bijlmermeer, Amsterdam …
43 people were killed including 3 flight crew and 1 passenger of the airplane …
Many more are expected to be killed because of illegal residents that were suspected to have lived there …
45 homes were destroyed.
To make things worse, the cargo included ammunition (bullets), spare parts for AIM 9 Sidewinder missiles and for Patriot missiles.
Also 190 liters of the harmful substance of Dimethyl Methylphosphonate were aboard. And used as trimweight depleted uranium was in the tail.”
Illegal shipment of nuclear weapons by Israel poisons the Netherlands with radioactivity
Israel and weapons transfers at Dutch Airport
Fearing Secret Weapons Transfers – Dutch Parliament Investigates Deadly 1992 Crash of El Al Jet
Yoichi Clark Shimatsu,
Pacific News Service, Feb 11, 1999
In a saga that could have been scripted by the X-Files, Dutch journalists have been investigating the 1992 crash in Amsterdam of an El Al cargo jet on its way from New York to Tel Aviv. Now the Dutch parliament is taking up their charges that the jet carried a secret Israeli military shipment of weapons-grade plutonium and the chemical ingredients for sarin. As many as 2,000 local residents and firemen reported health complaints they believe were caused by the crash. Meanwhile, the El Al cargo jet flights continue to stop over at Schiphol, raising fears that the commercial airport is a hub for secret weapons transfers.
AMSTERDAM — The Dutch Parliament is just this month holding public hearings to determine vital facts about an October, 1992 airplane accident.
The El Al Boeing 747 crashed into an apartment building in Bijlmeer, a suburb of Amsterdam, killing 39 people on the ground and four aboard the plane. It was carrying a secret cargo that included the main chemical ingredients for the nerve gas sarin as well as depleted uranium (DU). Dutch journalists allege it was carrying weapons-grade plutonium as well.
As many as 2,000 local residents and firemen have reported health complaints that they attribute to the crash. Many report loss of hair in the weeks after the crash, a sign of radiation disease.
The hearings at The Hague follow six years of investigation by Dutch journalists Vincent Dekker and Pierre Heyboer with the Volkskrant newspaper. The most important witnesses will not be present, however — officials of the Bush administration.
The flight stopped at Amsterdam’s Schiphol Airport for refueling en route from New York to Tel Aviv. On October 4 last year, the sixth anniversary of the crash, Dutch transport ministry leaked to a newspaper an El Al bill of landing that shows the plane was carrying 190 liters of dimethy methylphosphonate (DMMP), four liters of isopropanol and an undisclosed amount of hydroflouric acid.
The chemicals were being sent to a super-secret weapons facility, called the Israel Institute of Biological Research (IIBR) south of Tel Aviv.
The Israeli government has claimed that the chemicals were intended for testing gas masks. But most military services use only a few grams for such purposes. The chemicals aboard the El Al jet were enough to produce 270 kilograms of sarin nerve gas — enough to annihilate the populations of many major cities.
The sarin components came from the Solkatronics chemical plant in Morrisville, Pennsylvania, then owned by Solvay, a chemical corporation based in Brussels, Belgium. International transport of such materials is a violation of the Chemical Weapons Treaty, signed by the U.S.
The El Al jet also carried at least 800 kilograms of depleted uranium (DU), used as ballast to balance the jet’s cargo. Burned DU releases uranium dust, which is known to cause lung cancer and other diseases.
Dutch authorities and El Al admit Flight LY1862 carried sarin components and DU, but refuse to provide details on six tons of military cargo. According to airport security personnel, the plane carried seven pallets of unspecified munitions.
Journalist Dekker claims, on the basis of leaks from Dutch officials, that the jet carried 27 kilograms of weapons-grade plutonium, enough to make seven warheads the size of the bomb that was dropped on Nagasaki in 1945.
In addition, soil samples taken at the crash site have turned up evidence suggesting that nuclear weapons technology was being illegally shipped from the U.S. to Israel.
The El Al jet landed and took off at Schiphol, one of the world’s busiest civilian airports, and flew across the most densely populated area of Europe. If 27 kilograms of plutonium had bounced into the burning wreckage, nearly all of Western Europe would have faced a nuclear emergency bigger than the Chernobyl accident.
Dutch and Israeli authorities apparently organized a cover-up. Most documents taken from El Al officials have disappeared. Police audio tapes and 42 videotapes taken by the firefighters were shredded. Firemen claimed that they turned in the cockpit voice recorder, or “black box,” but the government denies that it was ever found. Metal parts from the wreckage were recycled and melted down before a proper investigation could begin.
Residents report seeing helicopters, painted black and without markings, landing in their neighborhood. Others tell of a French-speaking team searching the area, and a group of men speaking English, some clad in white chemical protective suits, carrying a heavy box covered with a white cloth.
The Dutch authorities have denied that these events ever happened.
Journalists say Dutch security officials have told them that the Netherlands has allowed Israel to make secret military air shipments through Schiphol since the 1950s. The shipments apparently are outside the Atlantic Alliance military treaties because the aircraft going to Israel are not refueled at NATO air bases but at the commercial airport of Schiphol.
“Schiphol has become a hub for secret weapons transfers because El Al has special status there. Dutch authorities have no jurisdiction over Israeli activities at the airport,” said Henk van der Belt, a member of an investigation team set up by Bijlmeer residents.
Every Sunday at sundown, an El Al cargo plane stops at Schiphol, refueling midway on the long journey between New York and Tel Aviv. All Israel-bound cargo is put inside a vacuum chamber in an underground bunker to test it for bombs equipped with altimeter triggers. But the flight does not appear on any airport video monitors — there is not even an El Al check-in counter. Documents for air freight to Israel are handled inside an unmarked room.
A photo taken just before the 1992 accident showed that the engine of the El Al jet was off-center, indicating it was previously damaged.
Airport workers in Cologne, Germany, where the jet refueled on its way to New York, say the plane collided with an airport ground vehicle there. In other words, the cargo jet loaded with U.S.-made sarin, uranium and plutonium could have crashed in New York but it turned out to be a time-bomb flying to the heart of Europe.
PNS associate editor Yoichi Clark Shimatsu is an investigative reporter and former editor of the English-language Japan Times Weekly in Tokyo.
El Al crash linked to illnesses
Caption: At least 43 died as the plane crashed into a residential building
A report into the 1992 crash of an El Al cargo plane into a block of flats in Amsterdam has found a “direct link” with subsequent health problems in the area.
It also blasted the Dutch Government for its handling of the disaster and criticised the Israeli carrier for failing to co-operate with crash investigators.
On 4 October 1992, the El Al Boeing 747 ploughed into an apartment building in the poor, high-rise Amsterdam suburb of Bijlmer shortly after take-off, killing at least 43 people.
The real death toll may never be known, because the area housed many unregistered immigrants.
Hundreds of people, ranging from rescue workers to local residents, have since complained of illness, including nausea and neurological problems.
The Dutch parliamentary committee investigating the crash published its final report on Thursday, although many details were leaked in advance of publication.
The report, which took six months to compile with more than 80 witnesses interviewed, found that there was no reason to disbelieve El Al’s description of the aircraft’s cargo as mundane.
Last year, the Israeli Government confirmed Dutch newspaper reports that up to 190 litres of the chemical DMMP – which can be used to make sarin nerve gas – was on board, but said that it was non-toxic.
But the report says that toxic substances were released during the ensuing fire, including sulphur dioxide, carbon dioxide, metals and dioxins.
In addition, only 152 kg of 282 kg of depleted uranium used as ballast in the Boeing’s wings was recovered after the crash and fire.
‘Unclear, late or incorrect information’
The 2,000-page report said: “There is a direct link between health complaints and the Bijlmer disaster.”
Ministers, aviation authorities and civil servants were all criticised for their roles in the aftermath of the tragedy.
Deputy Prime Ministers Els Borst – also health minister – and Annemarie Jorritsma – also transport minister – were both harshly criticised for failing to provide adequate information to Parliament and the public.
The committee found: “The number of occasions when Parliament received unclear, incomplete, late or incorrect information is, in the commission’s opinion, too high.
“The government paid too little attention to public worries, even those that were based on misconceptions.”
Both ministers said they would resign if it was found that they had failed in any way. It remains to be seen if either will go.
The commission also confirmed press speculation that Labour Prime Minister Wim Kok would be criticised for failing in his co-ordinating role.
El Al was cleared of falsifying freight papers, but the inquiry found the airline’s failure to co-operate fully “incomprehensible”
This was especially so “given the public concern in the Netherlands over the past six-and-a-half years, the requests for co-operation at a high diplomatic level and the bond of friendship between the Netherlands and Israel.”
The authoriities hope the report will now bring to a close what one MP described as a “shameful” chapter in Dutch politics.
Uranium pollution from the Amsterdam 1992 plane crash
A year after an El Al cargo jet crashed in Amsterdam on October 4, 1992, in which 43 people were killed, the LAKA documentation and research center on nuclear energy in Amsterdam announced that the plane contained counterweights made of depleted uranium (DU)1.
(463.4609) Henk v/d Keur -This news considerably upset residents of the Bijlmer suburb (Amsterdam Southeast) who were suddenly confronted with information that the authorities would rather have kept silent about. Even today, many details of the cause and effects of the disaster remain unclear.
It is known that the destroyed Boeing aircraft had on board 75 tons of kerosene and 10 tons of chemicals, as well as flammable liquids, gases, and caustic substances. We know now that half of these materials, as well as a large amount of depleted uranium, went up in a sea of flames. The presence of DU on board the plane is based on a publication by Paul Loewenstein,2 then technical director and vice-president of the American company Nuclear Metals Inc., the supplier of the DU to Boeing. Loewenstein says in this document that each Boeing 747 contains 1,500 kilograms of DU in the form of counterweights. Other publications explain that these internal parts for flight control are also found in the tail rudder and the wings.3
In a press statement, LAKA pointed out emphatically that bystanders and Bijlmer residents ran potential health risks as a result of airborne uranium from the burning wreck. Loewenstein says in his article that “large pieces of uranium oxidize rapidly in a long-lasting fire whenever they are heated in the air to a temperature of about 500°C”. The great danger from this chemical reaction is that the escaping cloud of dust with thousands of microparticles of uranium oxide can be inhaled or swallowed by bystanders. The American physicist Robert L. Parker wrote in Nature 4, in a worst-case scenario involving the crash of a Boeing 747, that about 250,000 people would run health risks (or near-poisoning) as a result of inhalation or swallowing of uranium oxide particles. Parker’s conclusion assumed the presence of 450 kilos of DU in a Boeing 747. He says: “Extended tests by the American Navy and NASA showed that the temperature of the fireball in a plane crash can reach 1200°C. Such temperatures are high enough to cause very rapid oxidation of depleted uranium.”
To calm troubled minds in the Bijlmer area, the radiation expert A.S. Keverling Buisman of the Energy Research Center ECN) issued a press release 5 the same day that the news of the uranium contamination swept the world. He confirmed the presence of DU in the wrecked plane, but denied any hazard to public health or the environment. A day later, the same expert spoke in the town hall in the Zuidoost (Southeast) district, where the Amsterdam Research Service on Environmental Protection and Soil Mechanics (Omegam) presented a definitive version of its investigation on the polluted soil in the immediate surroundings of the flats named Kruitberg and Groeneveen where the plane crashed. Throughout the hearing, Keverling Buisman was pressed to answer all kinds of questions about uranium, and to calm the uneasiness of the Zuidoost population.
Neither the Zuidoost council nor the Amsterdam Environmental Service nor Omegam was aware at that time of the extent of the presence of DU in the accident. The clearly nervous radiation expert did not convince the neighborhood people that uranium carried no risks. The Bijlmer working group on Air-Traffic and associated neighborhood groups like Service Platform and Sounding Board were already in possession of a variety of documents in which it was clear that depleted uranium in a jet fuel fire is definitely harmful to public health and the environment. The district council had obviously not grasped the message from the information, because in cooperation with the ECN the next day (October 14), a letter 6 was carried door-to-door with the advice that all was well and that there was not a single reason for concern: “It is possible that recent publications on the presence of uranium-bearing materials in the unfortunate plane crash have led to unease among neighborhood residents. The concern is misplaced. From the information of the National Airline Service it was already known that depleted uranium metal is used as a ballast in airframes. About 400 kg of uranium metal was incorporated into the unfortunate Boeing plane for this purpose. The uranium metal was simultaneously removed with other fragments from the plane crash in the week after the accident. Uranium metal is not dangerous to the public health. The surrounding effects were therefore not influenced by the accident.”
In a letter from J. Cleij, director of the Amsterdam Environmental Service, to P. J. Castelijn, head of public works in the Zuidoost district, it appeared, however, that this view was not completely shared 7: “The reassuring conclusion of this radiation expert (Keverling Buisman) concerning the risk that the block of uranium/tungsten carries for the public health (radioactivity and toxicity when taken into the human body) were fully underwritten by the Environmental Service. The Environmental Service truly does not underwrite the conception that -in view of the reassuring remarks of the radiation expert — further basic research into these two metals is not necessary. The melting point of uranium metal is 1132°C. The temperature of the fire (estimated between 1000° and 3000°C) is very uncertain. It is nevertheless conceivable that the uranium/tungsten block in any case was melted and in the surrounding thermal updraft and in extreme circumstances spread to the surroundings.”
It is striking that the director of the Environmental Service, just like the ECN radiation expert, is so exclusively concerned with the melting point of uranium. He says nothing about the dangers associated with the so-called pyrophoric character of metallic uranium. It is precisely this quality that the greatest danger of uranium is hidden. Uranium belongs to the class of pyrophoric substances, which means that, in small particles, it will burn spontaneously in atmospheric oxygen to produce uranium dioxide. In the case of shards of uranium, the surfaces of the metal at high temperature will undergo a similar process. This is the “rapid oxidation” that Loewenstein and Parker have discussed.
Spokesmen for Boeing, El Al, the Dutch Ministry of Traffic and Water Supply, and the National Airline Service (Rijksluchtvaartdienst, RLD) admitted immediately that there were DU counterweights in the tail rudder of the ill-starred aircraft. But nothing at all was said about the presence of uranium in the wings of the plane. Also, they claimed that the plane contained 380 kg of DU rather than 1,500 kg. El Al declared that during the construction of the plane, 45 kg of a total of 425 kg of DU was replaced by tungsten.8 In his press release of October 12, Keverling Buisman announced that the uranium “block” remained intact. The same day, the Ministry of Traffic and Water Supply declared, however, that blackened “remnants” were put into storage.9 The total surface of the uranium was thus much greater than that upon which Keverling Buisman had based his theory. The comforting declaration of the radiation expert thus became less convincing. Paul Loewenstein said that the totality of DU would become particles in a fire, depending on the following factors: temperature, the surface condition of the fragments (a measure of the accessibility of the metal to surrounding oxygen), and wind speed. This means that the weather at the time of the Bijlmer crash was conducive to the dispersion of burning uranium and that there was every reason for concern. The temperature of the jet fuel fire apparently went higher than 500°C, the minimum temperature for the likely combustion of the outer surfaces of the DU fragments. Moreover, there was a strong northwest wind blowing at the time (windspeed 7). People should have been concerned because a big part of the uranium in the form of dust clouds could have spread across the area, especially towards the southeast. It is known that dust particles can be blown by the wind for kilometers.10
As early as June 1993, LAKA had indications that the 747 carried DU. A LAKA staff person had found a news article concerning an air crash at Tenerife in the Canary Islands in March of 1977 when two Boeing 747s crashed.11 A Spanish representative of the Boeing company says in this article that the 747 contained about 310 kg of DU in the tail rudder. The reporter added that “in Seattle, a Boeing spokesman said that ‘for some time’ non-radioactive uranium had been used in the tail rudders and wings of the 747”.
At about the time that this article was discovered, an interesting article by Vincent Dekker appeared in the newspaper Trouw about the secret disappearance of the complete tail rudder (and the flight recorder) of the El Al Jumbo plane in the early morning following the Bijlmer disaster.12 For the article Dekker interviewed Henk Prijt, a Bijlmer resident. At about 5 o’clock in the morning Prijt discovered that emergency crews were already working on the crash site. “About 20 people in white suits searched the rest of the Jumbo. According to Prijt, they were carrying away a lot of plane fragments. An agent doing surveillance told Prijt that they were Israelis.” They were working in a big hurry and by the end of the morning they were finished. The reporter continued: “At about 6 o’clock in the morning we could also hear the trucks coming and going. Probably a lot of material was carried away which was not seen by the outside world, and especially the media. It must have been in this hour that the flight recorder was put with the other parts and carried to Schiphol airport — if really it happened this way.” Henk Prijt’s declaration was confirmed by other onlookers and was proven by a photo which Trouw bought from the Amsterdam Police Department. This photo, taken at about 7 a.m., shows that where there should have been an enormous mountain of discarded metal, nothing was left.
Loewenstein says 13: “Counterweights are used in the aerodynamic controls of planes, rockets, and helicopters to maintain the aircraft’s center of gravity. Heavy density is important in keeping the counterweight small in comparison with airfoil steering surfaces. DU is very appropriate for this kind of application, and uranium counterweights are used in many civil and military aircraft.” The report mentions as an example the Boeing 747, a plane which, according to its supplier, contains 1500 kg of DU as a standard amount.
Directly after the announcement of DU in the accident, Boeing, as noted above, stated that there was only 380 kg in the tail of the plane. In Trouw (December 3, 1993), an RLD spokesman later admitted that there was also DU in the wings, although the total amount, according to him, stayed at 380 kg. A staff member of the Hazardous Materials Service of KLM Airlines also said that large quantities of depleted uranium are found in the wings of a 747.14 In the same article, an El Al spokesman said in the same article that “the standard quantity of uranium was found” in the crashed Jumbo jet, but he did not know the amount that the Boeing company had announced. El Al denied that there was any uranium in the wings at all. Boeing had earlier said, just as KLM had, that it had not used any DU in the wings in ten years. The 112 kg of DU retrieved from the crash by KLM was transported by way of the Petten nuclear center (ECN) to COVRA, the Dutch national agency for radioactive waste management. COVRA does not want to say how much DU was delivered.
On November 5, 1993, the then Minister Alders of Environmental Policy (VROM), answering parliamentary questions put by a MP, Mr. van Gijzel, said that the burned cargo and the DU release were no danger to the public health and the environment. Of the 385 kg contained in the tail, 112 kg went into storage after the accident, so that officially 273 kg from this source was still missing. Alders wrote to Parliament that the damage to the environment was caused mainly by the burning and dispersion of the 75 tons of fuel. Research conclusions stated that there was serious soil pollution 80 to 100 meters from the center of the crash site. Further, Alders announced that there was no research which showed that there was any danger for people who were absent during or after the crash. Also, after knowing of the presence of hazardous materials and radioactivity in the air, fire crews would have taken protective measures. But there is no evidence that these hazards had been found at the time.15
A week later, chairman A.J. Bos of the Groeneveencer quality of life commission announced that the firemen did measure the presence of hazardous materials and radioactivity right after the disaster, but that they had no special equipment to measure the presence of DU particles in the air. At the same time, the Environment Service announced that further investigation of the dispersed DU was necessary. The search that took place was not very useful. On December 27, 1993, F. Otten of the Omegam research service declared that soil samples which were taken earlier that year to inspect for chemical pollution, did not contain any DU. According to the researcher, this not very surprising conclusion had already been assumed before the analysis of the soil features because a surface layer of 40 centimeters had been removed from the area. The heavily polluted soil was taken to an Amsterdam depot.16 During a commission meeting of the Zuidoost District Public Works department on January 18, 1994, district chairman R. Jansen promised a medical research project involving the police and volunteers who were present after the crash. Also, that the soil should be inspected for the presence of uranium.
About 48 kilograms of DU was found on February 7, 1994, during a closer inspection of part of the wreckage which was deposited at the Schiphol Airport. So the total missing amount of DU since then is 225 kilograms.17 On September 13, 1994, the Amsterdam Health Service (GG en GD) declared that effects on the health of neighbors by the DU are “unlikely”. In a letter to the city council of Zuidoost, the Health Service wrote: “The complaints which were put forward by a group of residents were not such as these that a relationship was acceptable with the plane crash.” The physicians of the municipal service based this conclusion on information of family doctors in this part of the city and on declarations of industrial doctors. Additionally they mentioned that the service personnel who were thrown into gear for the rescue work had also experienced no disadvantageous consequences. Even when small particles of DU oxides have been spread by burning, the Health Service said, nobody would run any risk to inhale or to ingest the radioactive particles, because “the airstream is always directed to the seat of fire.”18
The “research results” of the Health Service made part of the final report on the DU by the city council of Zuidoost, published on October 4, 1994. On a public hearing about this report, LAKA made many critical comments on the function of the National Airline Service (RLD), the city council and Environment Service of Zuidoost and the Amsterdam Health Service. Especially the last service had to pay to it. LAKA called together the Bijlmer residents and the Dutch Greens for a long-term in-depth epidemiological search for the presence of uranium in the bodies of the service personnel and residents and for a new research to examine the presence of DU in the soil and the ground water.
Since the publication of the final report from the city council, which strongly played down the health and environmental effects of DU, LAKA obtained more and more documents which strongly emphasized the chemical and radiological toxicity of DU. The most interesting one in this particular case is probably the report “Health risks during exposure of uranium”, made by radiation expert Leonard A. Hennen from the Dutch Ministry of Defense. By accident, this report was published just a week after the final report on DU from the city council of Zuidoost. The author is very thorough about the radiotoxic nature of DU in the human body. The findings of Hennen strongly contradicts the findings in the final DU report of Zuidoost. He said that the people at the crash site are running risks. In his report (chapter 5, p. 9) he proposes the taking of urine samples and “in vivo” measurements when there is suspicion of internal contamination of the DU. This is exactly what we insist upon, but it has not happened until today.
Health catastrophe after Israeli plane crashes
by Lizzy Bloem
On Sunday October 4, 1992, an El Al Boeing with military cargo crashed in an apartment building in the Bijlmer neighbourhood of Amsterdam. 43 people directly lost their lives. More people have died since and many are still suffering from unidentified diseases.
The government denies every connection with the disaster, while all of these persons have been inhaling poisonous smoke from the burning airplane and the flats. The flats contained asbestos and lots of plastics. Parts of the contents of the plane are still unknown but three of the four components of sarin nerve gas were in the cargo.
It is known that the destroyed Boeing aircraft carried 75 tons of kerosene and 10 tons of chemicals. From the plane itself at least 152 kg of the DU counterweights is missing. Most probably, it has burnt into particles. Because of the very “sensitive” cargo, official investigations into the plane crash have been marked by secrecy, denial and misinformation.
Since the Yom Kippur War in 1973, an agreement exist between the Netherlands and Israel. Under the agreement Israeli aircraft are granted special status at Amsterdam Schiphol Airport. Israel’s national airline El AL, uses the airport to refuel planes coming from the US and going to Israel. Sometimes on a daily base, EL Al cargo planes land and take off, carrying munitions, military technology and other, often classified loads.
One of Israel’s privileges on the airport are “different procedures”. The cargo of Israeli planes is only checked on paper, and most of the time the airway bills do not match the cargo. Another procedure that is different is known as “flying the El Al way”. Because of fear for terrorist attacks, El Al aircraft may land and take off as they see fit. This is most probably the reason why the fatal route was above residential area. The airport had a different landing track in mind than the pilot when he tried to return to the airport, choosing a landing track with the most unsuitable wind on the tail. The pilot may have thought he was hit by a missile and the landing track he chose was known to provide the best coverage against terrorists.
The cause of the plane crash was a lack of maintenance on the bolts which attach the engines to the wings. These bolts had so much metal fatigue that two engines could break from one wing. The pilots lost oil pressure to serve the flaps on that side. Because the plane was unevenly loaded, with heavy cargo on one side, it rolled over.
The crash in the apartment building caused a huge fire plume. Eye witnesses have seen flames in all colours of the rainbow, which indicate different chemicals. The smell and smoke were suffocating, and kept on for days. However, the Dutch authorities declared that only flowers, perfume and electronics were the on the cargo list.
Delayed death came within 2 days after the disaster, starting with small pets, such as birds. The first dogs died 3 weeks later. Samples of pets and guard dogs were analysed in different laboratories than those of humans. In contrast to physicians, veterinarians have confirmed that the animals were poisoned.
A hidden epidemic started among the residents, professional and voluntary fire fighters, medical personnel, first aid workers, ambulance personnel, police with dogs and horses, army personnel, identification teams, the salvation army and other relief workers. Journalists, too, have inhaled toxic and radioactive fumes, along with disaster tourists, workers who sorted out the remnants of the crash, crane drivers, suppliers of containers, construction workers, etc…
A cluster of serious human health problems became evident after half a year. Many residents had health problems, such as pain in the chest, pain in the joints, loss of hair, rashes, unusual fatigue, vertigo, nausea, red skin spots, sore throat, nephritis and cancer. But physicians did not know what to do about it. The most common diagnosis was Post Traumatic Stress Disorder (PTTD). That the people who started working on ground-zero days after the disaster had the same health problems was ignored.
Many professional workers didn’t even get a diagnosis, they were just ignored. The physicians of the fire fighters, police and other services denied the complaints of dozens of their employees. All these healthy men and women, in the prime of their lives, suddenly fell ill. As their health problems were not acknowledged, they had no one to turn to; several suicides occurred. Meanwhile, officials knew just one phrase: “there is no connection with the disaster”.
In 1993 Annemie Ummels, a peace activist, and the Laka Foundation brought in the news that the airplane was furnished with depleted uranium (DU) counterweights. Yet, the scientist spokesperson from the Dutch government, Keverling Buisman, stated that these counterweights stay intact during a crash and could not have burnt in the fire afterwards. According to him, there was no possibility whatsoever that people could have inhaled DU.
The company that worked with the remnants of the aircraft had detected DU in the dust around the wreckage within 3 days. Also the Civil Aviation Authority (former RLD), the National transportation and safety board (US) and the FAA have known this. They also knew that not all DU counterweights were found back. Meanwhile, radiation was also detected by a civilian working on airplanes parked in the same hangar. The government managed to deny or ignore all of the above issues for years.
Yet, one local politician decided that something had to be done for the residents, and asked for a medical investigation. The question was whether DU could have been inhaled on ground-zero, and if there could be a connection with the inexplicable health problems of Bijlmer residents.
The resulting investigation comprised of an interview with five residents, phone calls with some Bijlmer physicians, and a survey among a bigger group of physicians. No one, except for one voluntary fire fighter with a terrible rash on his foot due to standing in the sludge, was diagnosed with a disease related to the disaster.
In 1994 the Amsterdam Research Service on Environmental Protection and Soil Mechanics (Omegam) took soil samples to search for DU. They found increasing pollution towards ground-zero, but below the health norm. But governmental institutions were losing their credibility, which is exemplified by the discovery that Omegam took samples from already remediated soil.
Still, the government had to address the issue of the missing uranium. In 1994, the scientist spokesman for the Dutch government, admitted that the DU counterweights might all have burnt after all. Despite this, the responsible ministers and spokespersons from the aviation council would repeat the government’s earlier assurance that this was not possible for years to come.
Meanwhile one physician in the Bijlmer noticed that many more miscarriages, stillborns, chromosomal aberrations and auto-immune diseases occurred in his area. He compiled a complete dossier, but no health agencies responded. Also, the health minister denied a proposal for a health survey in 1996, supposedly because there was only one patient. The minister kept denying until in 1997, when she finally promised to start investigations as soon as possible. After more than a year, a hotline was opened at a hospital in 1999. A paper questionnaire, most about mental problems, had to be filled in. The official result was that the complaints were too diffuse, with no further options to investigate.
In 1999, the Visie Foundation took dust samples in the hangar where the aircraft’s wreck was kept. It proved the presence of DU dust around the wreckage, which was later confirmed by governmental organisations. By then, the media were full of the disaster, reporting about the ongoing health problems and the missing DU. They also started to question the secret flights of El Al in the days after the disaster, and discovered fraud with airway bills. Even the official flight route of the plane did not match with eyewitness’ reports. These and other issues raised by the media finally urged the government to start a parliamentary inquiry. Click here:
At the beginning of 1999 a Parliamentary Inquiry Commission was inaugurated to resolve a list of 89 so-called “theories”. Within a few months, the Commission had miraculously invalidated all of them. For example, they falsified the theory that the plane contained 1500 kilograms of DU, which was already known to be false since 1993, when Boeing declared that [there were] 390 kilograms of DU. The Commission also managed invalidate three theories about the disappearance of the cockpit voice recorder. Such results offered an easy way to say that all issues had now been resolved. Yet, both the recorder as well as most of the DU counterweights were still missing.
At one of the Commission’s hearings, watched by many on television, a tape was played. On the tape, an El Al Operations worker said to Schiphol traffic control: “There were many explosives aboard, cartridges. There was poison aboard”. The traffic control officers then promised to keep this “under the cap”. A few hours later, however, a reassuring explanation of the conversation was offered: the El Al worker was reading from the airway bill New York-Amsterdam.
As for the issue of the missing uranium, the Commission did establish that part of it was likely burnt in the fire. However, it accepted the view of the national health agency that the resulting DU particles were not posing much of a health risk. The Dutch government spokesman, Keverling Buisman, stated under oath that smoking one cigarette was worse than inhaling DU dust in Bosnia and Kosovo.
The Commission’s final report was a reconstruction of the disaster made with the help of perjury of police, aviation authorities and politicians, professional silence, lies, deceit, manipulation and even intimidation. In fact, prosecution for perjury has been considered by the Commission at least four times, but this was prevented by the minister of justice.
After a discussion about the final report in parliament, the responsible ministers were held accountable, but none of them had to resign. The government promised to initiate an extensive examination of all health problems among residents and rescue workers by a team of specialists.
In total 4804 persons applied for a medical examination; 1685 residents, 2765 aid workers and 356 KLM-employees who had worked in hangar 8. But in the summer 2001 the Dutch government stopped the epidemiological and medical investigations among residents. The results of the research on aid workers and KLM personnel were presented in 2003. Finally in July 2004 all examinations were officially closed, effectively burying all promises made to the parliament “under the cap”. The health minister stated that there was “no indication for further action”.
It is rather sinister that the Dutch government has closed the book on the Bijlmer disaster while so many people are still suffering. The residents have never been examined for asbestos, PCB’s from burnt plastics, the three components of sarin nerve gas, kerosene, or for the rest of the chemical cocktail. Left alone by (health) authorities, residents with health problems have had often no other resort than commercial laboratories. Many are swindled to do very costly tests which are worthless without accreditation by the health authorities. The tests are therefore not paid by health insurance.
Meanwhile, El Al planes continue to fly over the city of Amsterdam with classified cargo. On August 3, 2003, an El Al cargo aircraft lost parts of its body while landing at Amsterdam airport. The next day, the damaged plane was allowed to take off again. The Dutch air traffic authority had not even bothered to conduct a safety inspection.
Birds in two disasters – only a coincidence?
Corkscrew trail that is behind the missile. It is a missile not a plane because you can’t see a tail on the obhect and also a plane would be able to be seen as it is a large object.
Dimensions of Boeing B-757-223 (AA77)
Corkscrew missile trail
Image captures are from video:
VIDEO: 911 Case Study – Pentagon Flight 77. A short animation with video and photos illustrating the final moments of Flight 77 on September 11, 2001.
From the video below:
VIDEO: Trident II launch goes wrong. Trident II SLBM launched from Ohio-class submarine, soon after disintegrates
From video below:
VIDEO: Tomahawk Missile Variants
A blue object?
From video: 911 Pentagon Attack – A Closer Look
From video below:
VIDEO: Tomahawk Missile Variants
White plane above the White House
Pentagon Theories – video
VIDEO: Pentagon Theories. Author unknown.
A still from the video
Size of the plane
Pentagon: A Closer Look
From video: 911 Pentagon Attack – A Closer Look
Pentagon video #2 – normal speed
VIDEO: Second Pentagon video: normal speed
Pentagon video #2 – replay x 3
VIDEO: Second Pentagon movie – replay x 3
Seond Pentagon video is played back 3x. Notice the white screen after the plane/missile hits the building. The white screen occurs due to a delayed explosion within the Pentagon. Also notice the large black objects that fly away from the explosion.
The Pentagon videos were released by Judicial Watch.
Pentagon video #2 – slowed down
VIDEO: Second Pentagon video – slowed down
Pentagon #1 video – normal speed
VIDEO: Pentagon1 video at normal speed
Pentagon #1 video – blue streak
VIDEO: Pentagon#1 video: streak could be missile
Pentagon video #2 – people and cars
VIDEO: Second Pentagon video: cars, people but no plane
Tomahawk missile variants
VIDEO: Cruise missile
Corkscrew trail from Trident missile
VIDEO: Corkscrew trail from Trident missile
Still from the video