How US covered up Saudi role in 9/11

Photo: Reuters

By Paul Sperry

(New York Post) In its report on the still-censored “28 pages” implicating the Saudi government in 9/11, “60 Minutes” last weekend said the Saudi role in the attacks has been “soft-pedaled” to protect America’s delicate alliance with the oil-rich kingdom.

That’s quite an understatement.

Actually, the kingdom’s involvement was deliberately covered up at the highest levels of our government. And the coverup goes beyond locking up 28 pages of the Saudi report in a vault in the US Capitol basement. Investigations were throttled. Co-conspirators were let off the hook.

Case agents I’ve interviewed at the Joint Terrorism Task Forces in Washington and San Diego, the forward operating base for some of the Saudi hijackers, as well as detectives at the Fairfax County (Va.) Police Department who also investigated several 9/11 leads, say virtually every road led back to the Saudi Embassy in Washington, as well as the Saudi Consulate in Los Angeles.

Yet time and time again, they were called off from pursuing leads. A common excuse was “diplomatic immunity.”

Those sources say the pages missing from the 9/11 congressional inquiry report — which comprise the entire final chapter dealing with “foreign support for the September 11 hijackers” — details “incontrovertible evidence” gathered from both CIA and FBI case files of official Saudi assistance for at least two of the Saudi hijackers who settled in San Diego.

Some information has leaked from the redacted section, including a flurry of pre-9/11 phone calls between one of the hijackers’ Saudi handlers in San Diego and the Saudi Embassy, and the transfer of some $130,000 from then-Saudi Ambassador Prince Bandar’s family checking account to yet another of the hijackers’ Saudi handlers in San Diego.

An investigator who worked with the JTTF in Washington complained that instead of investigating Bandar, the US government protected him — literally. He said the State Department assigned a security detail to help guard Bandar not only at the embassy, but also at his McLean, Va., mansion... (continued)

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Malaysia Airlines passenger jet reportedly shot down in Ukraine

(Fox News) Malaysia Airlines confirms an incident following reports that a passenger plane was shot down by a surface to air missile in Ukraine near the Russian border, according to Sky News.

An adviser to Ukraine's Interior Minister told The Associated press that the plane, carrying 280 passengers and 15 crew people onboard, was shot down.

The adviser also told Russian news agency Interfax that all onboard have been killed.

The plane – believed to be a Boeing 777 -- was flying from Amsterdam to Kuala Lumpur with, Sky News reports, citing Interfax.

A spokesman for Malaysia Airlines confirmed “an incident” on board one of its flights and is expected to release a statement soon.

“Malaysia Airlines has lost contact of MH17 from Amsterdam. The last known position was over Ukrainian airspace. More details to follow,” read a tweet from Malaysia Airlines’ account.

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German pilot in WWII spared an American B-17 pilot over Germany only to reunite 40 years later and become fishing buddies

(War History Online) The pilot glanced outside his cockpit and froze. He blinked hard and looked again, hoping it was just a mirage. But his co-pilot stared at the same horrible vision.

“My God, this is a nightmare,” the co-pilot said.

“He’s going to destroy us,” the pilot agreed.

The men were looking at a gray German Messerschmitt fighter hovering just three feet off their wingtip. It was five days before Christmas 1943, and the fighter had closed in on their crippled American B-17 bomber for the kill.

The B-17 pilot, Charles Brown, was a 21-year-old West Virginia farm boy on his first combat mission. His bomber had been shot to pieces by swarming fighters, and his plane was alone in the skies above Germany. Half his crew was wounded, and the tail gunner was dead, his blood frozen in icicles over the machine guns.
But when Brown and his co-pilot, Spencer “Pinky” Luke, looked at the fighter pilot again, something odd happened. The German didn’t pull the trigger. He nodded at Brown instead. What happened next was one of the most remarkable acts of chivalry recorded during World War II. Years later, Brown would track down his would-be executioner for a reunion that reduced both men to tears.

Living by the code

People love to hear war stories about great generals or crack troops such as Seal Team 6, the Navy unit that killed Osama bin Laden. But there is another side of war that’s seldom explored: Why do some soldiers risk their lives to save their enemies and, in some cases, develop a deep bond with them that outlives war?
And are such acts of chivalry obsolete in an age of drone strikes and terrorism?

Charles Brown was on his first combat mission during World War II when he met an enemy unlike any other.

Those are the kinds of questions Brown’s story raises. His encounter with the German fighter pilot is beautifully told in a New York Times best-selling book, “A Higher Call.” The book explains how that aerial encounter reverberated in both men’s lives for more than 50 years.

“The war left them in turmoil,” says Adam Makos, who wrote the book with Larry Alexander. “When they found each other, they found peace.”

Their story is extraordinary, but it’s not unique. Union and Confederate troops risked their lives to aid one another during the Civil War. British and German troops gathered for post-war reunions; some even vacationed together after World War II. One renowned American general traveled back to Vietnam to meet the man who almost wiped out his battalion, and the two men hugged and prayed together.

What is this bond that surfaces between enemies during and after battle?

It’s called the warrior’s code, say soldiers and military scholars. It’s shaped cultures as diverse as the Vikings, the Samurai, the Romans and Native Americans, says Shannon E. French, author of “Code of the Warrior.”

The code is designed to protect the victor, as well as the vanquished, French says.

“People think of the rules of war primarily as a way to protect innocent civilians from being victims of atrocities,” she says. “In a much more profound sense, the rules are there to protect the people doing the actual fighting.”

The code is designed to prevent soldiers from becoming monsters. Butchering civilians, torturing prisoners, desecrating the enemies’ bodies — are all battlefield behaviors that erode a soldier’s humanity, French says.
The code is ancient as civilization itself. In Homer’s epic poem, “The Iliad,” the Greek hero Achilles breaks the code when his thirst for vengeance leads him to desecrate the body of his slain foe, the Trojan hero Hector.

“There is something worse than death, and one of those things is to completely lose your humanity.”Most warrior cultures share one belief, French says:

The code is still needed today, French says.

Thousands of U.S. soldiers returning from wars in Iraq and Afghanistan are struggling with post-traumatic stress disorder. Some have seen, and have done, things that are unfathomable.

A study of Vietnam veterans showed that those who felt as if they had participated in dishonorable behavior during the war or saw the Vietnamese as subhuman experienced more post-traumatic stress disorder, French says.

Drone warfare represents a new threat to soldiers’ humanity, French says.

The Pentagon recently announced it would award a new Distinguished Warfare Medal to soldiers who operate drones and launch cyberattacks. The medal would rank above the Bronze Star and Purple Heart, two medals earned in combat.

At least 17,000 people have signed an online petition protesting the medal. The petition says awarding medals to soldiers who wage war via remote control was an “injustice” to those who risked their lives in combat.

Outgoing Defense Secretary Leon Panetta defended the new medal at a February news conference.
“I’ve seen firsthand how modern tools, like remotely piloted platforms and cybersystems, have changed the way wars are fought,” Panetta says. “And they’ve given our men and women the ability to engage the enemy and change the course of battle, even from afar.”

Still, critics ask, is there any honor in killing an enemy by remote control?

French isn’t so sure.

“If [I'm] in the field risking and taking a life, there’s a sense that I’m putting skin in the game,” she says. “I’m taking a risk so it feels more honorable. Someone who kills at a distance — it can make them doubt. Am I truly honorable?”

The German pilot who took mercy

Revenge, not honor, is what drove 2nd Lt. Franz Stigler to jump into his fighter that chilly December day in 1943.

Stigler wasn’t just any fighter pilot. He was an ace. One more kill and he would win The Knight’s Cross, German’s highest award for valor.

Yet Stigler was driven by something deeper than glory. His older brother, August, was a fellow Luftwaffe pilot who had been killed earlier in the war. American pilots had killed Stigler’s comrades and were bombing his country’s cities.

Stigler was standing near his fighter on a German airbase when he heard a bomber’s engine. Looking up, he saw a B-17 flying so low it looked like it was going to land. As the bomber disappeared behind some trees, Stigler tossed his cigarette aside, saluted a ground crewman and took off in pursuit.

As Stigler’s fighter rose to meet the bomber, he decided to attack it from behind. He climbed behind the sputtering bomber, squinted into his gun sight and placed his hand on the trigger. He was about to fire when he hesitated. Stigler was baffled. No one in the bomber fired at him.

He looked closer at the tail gunner. He was still, his white fleece collar soaked with blood. Stigler craned his neck to examine the rest of the bomber. Its skin had been peeled away by shells, its guns knocked out. He could see men huddled inside the plane tending the wounds of other crewmen.

Then he nudged his plane alongside the bomber’s wings and locked eyes with the pilot whose eyes were wide with shock and horror.

Franz Stigler wondered for years what happened to the American pilot he encountered in combat.

Stigler pressed his hand over the rosary he kept in his flight jacket. He eased his index finger off the trigger. He couldn’t shoot. It would be murder.

Stigler wasn’t just motivated by vengeance that day. He also lived by a code. He could trace his family’s ancestry to knights in 16th century Europe. He had once studied to be a priest.

A German pilot who spared the enemy, though, risked death in Nazi Germany. If someone reported him, he would be executed.

Yet Stigler could also hear the voice of his commanding officer, who once told him:

“You follow the rules of war for you — not your enemy. You fight by rules to keep your humanity...”

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News station confirms that UFO sighting is neither bird nor plane

(MSN) Who doesn't love a UFO sighting on a slow news day? A Denver FOX31 news crew has confirmed a local man's report of unidentified flying objects regularly zipping around the sky. Like the man, the crew was able to capture on camera the mysterious objects. The Federal Aviation Administration and the North American Aerospace Defense Command both shrugged, saying they had no records or reports of such activity, so the station summoned an aviation expert, who was also stumped. "That is not an airplane. That is not a helicopter. Those are not birds. I can’t identify it," he said. But while he allowed that it might be some kind of debris, "as it fits the definition, it's an unidentified flying object." Cue the creepy music. [Source]

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Flying car closes in on FAA OK

Terrafugia already has more than 100 orders for its $279,000 aircraft

By Marie Szaniszlo

(Boston Herald) Four months after its debut at the New York International Auto Show, Woburn-based Terrafugia’s version of the “flying car” has buzzed into a second phase of testing, with hopes of obtaining final approval from the Federal Aviation Administration in the coming months.

If everything goes according to plan, the Transition could earn its light sport aircraft air-worthiness certificate this winter, allowing it to go to market. The first delivery is expected in September 2013, said Cliff Allen, Terrafugia’s vice president of sales.

“Our No. 1 priority right now is getting our certification,” Allen said.

Although the company has already received more than 100 orders for the $279,000 aircraft, it will produce an initial edition of 10 so that it can monitor them before beginning full production in 2014, he said. Nearly a quarter of the people who have placed deposits on the Transition so far do not have pilot’s licenses, Allen added.

“We find that interesting because it’s bringing new people into aviation,” he said.

For now, the Transition has been making 1 1⁄2-hour deployments from Plattsburgh International Airport, a former Air Force base in New York. Terrafugia chose the airport because it is uncongested and has an 11,000-foot runway, features that make it safe for test flights, Allen said. There, it has been doing climbs, descents and turns to make sure everything works, he said.

After those have been completed, the Transition will do compliance flights to show the FAA that the Transition has met all of the agency’s requirements, Allen said.

The final phase of test flights involves the most extreme maneuvers, including dive testing and spin testing, he said.

The Transition will also undergo drive testing in three-mile laps at the New Hampshire Motor Speedway at higher and higher speeds for longer and longer times to ensure its durability, Allen said.

“They’re chasing a lifelong dream,” Semyon Dukach, one of Terrafugia’s board members and angel investors, said of the company’s Massachusetts Institute of Technology-trained aeronautics engineers. “It’s an improbable dream. People have been talking about flying cars for 50 years. But they took a practical attitude from day one.

“Their No. 1 goal is to have a plane that’s safer than any other small plane,” he added, “and now it’s moving toward production.”

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How Lockheed’s Skunk Works Got into the Stealth Fighter Business

How do you hide an airplane behind a bird? Very skillfully. Lt. Col. William B. O'Connor (ret.) flew the F-117 Nighthawk during the Bosnia Conflict, and in Stealth Fighter, he explains the history, operation, and soul America's most advanced stealth jet.

(Gizmodo) While the United States had never embraced a defensive mindset and had only fielded one strategic SAM system to that point, the Nike-Hercules dating from the 1950s, and one real medium-range tactical system, the HAWK (homing all the way killer), the Soviets had fielded over fifteen different systems. One Soviet SAM system was even armed with nuclear warheads.

It had become clear that there had to be a better way. So in 1974, the U.S. Defense Advanced Research Projects Agency (DARPA) initiated a program known as Project Harvey (named after the 6 feet 3 1/2 inches tall invisible white rabbit from the play of the same name). The ultimate goal was to develop a combat aircraft with as low a radar signature as possible. Five aerospace corporations had been contracted a million dollars each to give it their best shot. Surprisingly, Lockheed hadn't been among them. It was only an accidental tip-off that allowed Lockheed's Ben Rich to lobby for inclusion. Rich had been an engineer on the secret U-2 and SR-71 reconnaissance aircraft and had by then advanced to become Lockheed's successor to the famous Kelly Johnson as director of the Skunk Works. The "Skunk Works" is the official alias for the department responsible for all of Lockheed's highly secret advanced development projects. It was formed in 1943 to build America's first jet fighter, the P-80, and numerous other projects that belong to the shadow world of military operations.

By the time Rich had gotten wind of Project Harvey, there was no money left for another developmental contract. So Lockheed was offered a shot-for a dollar. But Rich wanted in and wisely turned down the token dollar. He knew that any new technologies developed with company funds would then be proprietary. Lockheed was famous for building small fleets of extremely advanced aircraft-often used for highly secretive missions. During World War II, they had built the United States' first operational subsonic jet fighter, the P-80. They skipped the Mach-1 era altogether and jumped right to fielding the United States' first fighter capable of speeds in excess of Mach 2, the F-104 Star Fighter. Along the way came the high-flying U-2, the higher-flying SR-71, the hypersonic D-21 drone (which would ride piggyback on an SR-71 until released), and other things not yet named.

In Rich's own words, the unsung hero of Lockheed's effort was an anonymous staff mathematician and electrical engineer named Denys Overholser. Overholser and his mentor, another mathematician named Bill Schroeder, had discussed the possibilities of utilizing some of the equations associated with optical scattering (how electromagnetic waves bounce off variously shaped objects) on this project. Both had the rather odd hobby of reading obscure Russian mathematics papers and had made the ultimate "nerd's nerd" discovery. They had stumbled across a paper published in Moscow a decade earlier titled "Method of Edge Waves in the Physical Theory of Diffraction." It had been written by Pyotr Ufimtsev, the Soviet's chief scientist at the Moscow Institute of Radio Engineering and the last in a long line of scientists developing a long series of wave equations originally derived centuries ago by the Scottish physicist James Clerk Maxwell.

The U.S. intelligence community had helped translate this research and brought it to the West. The paper was in no way classified or related to weapons development at all. It was purely theoretical math. Years later, Ufimtsev immigrated to the United States to teach at the University of California, Los Angeles, and only then discovered his inadvertent contribution to the development of stealth aircraft.

The equations that Ufimtsev had developed made the reflections of radio waves off hard surfaces predictable. Not invisible, transparent, or tactical in any way-just predictable. The problem for Lockheed was that the calculations were so ferociously difficult that the most advanced supercomputers in the world at the time could only compute results for flat surfaces. Any attempt to perform the calculations for the curved surfaces you would find on a conventional aircraft-well, those machines would still be grinding away toward a solution today.

Schroeder recognized how these equations could be applied to Lockheed's current project. The solution was not even to attempt to design an aircraft with any curved surfaces, but to build one with dozens, or perhaps hundreds, of individual flat triangular and rectangular plates. Then the challenge was to compute the reflection from each and every flat surface before adding them all together to build a picture of the aircraft's total radar signature. Once you knew where every bit of radar reflection was coming from, you could then reorient those individual plates so that the reflection would go off in a direction away from the radar looking at it.

The process became known as "faceting." And that became the real secret-not to absorb all the radar or make the plane somehow transparent, but to make the plane's signature predictable. That predictability could then be used to shape a tactically useful aircraft. The jet would also be covered in thin sheets of RAM, but the bulk of the stealth effect was achieved by its shape.

Traditionally, a single engineering specialty will take the lead during the design of a new aircraft. An aerodynamicist may be in charge of pushing through a new wing or fuselage shape, as happened with the early delta wings and area-ruled fuselages of the "Century Series" of interceptors. Sometimes it may be the power-plant guy: "Here's the engine we're going to use, build us a jet fighter for it." This is how the P-80 came about. Occasionally it may be the armaments people- the A-10 is fundamentally a massive 30mm Gatling cannon with a plane built around it. In this particular case, this was the first time the lead was owned by an electrical engineer.

The computer program designed by Overholser's team to make these calculations was called Echo- 1. Armed with that tool, the first test subject, the Hopeless Diamond, was built. It was described as a diamond for obvious reasons and "hopeless" for its aerodynamic qualities (or rather, its complete lack thereof).

Early radar testing of the Hopeless Diamond turned out to be staggeringly successful. The White Sands experimental radar range near Holloman AFB was used. When the radar was fired up for the initial testing, the only thing that showed up was the reflection of the pole on which the test model was supposed to be mounted. Assuming that the model had fallen off the pole, the radar operators sent technicians downrange to fix the problem. To their surprise, the ten-foot model was still in place.

To test the model at all, Lockheed then had to design an invisible "stealth pole" to mount the model utilizing the same technology as the proposed fighter. The results were once again astounding, and incredulous USAF officials were called in to witness and verify the data.

The first opportunity to impress these officials almost resulted in embarrassment. When the radars were turned on, the reflections, while still very small by airplane standards, were orders of magnitude larger than what the USAF officials had been led to expect. They could still clearly see a small radar return from where the model was mounted.

While the Lockheed engineers were trying to explain this discrepancy, a radio call came in from a technician downrange. He reported that a bird was perched on the ten-foot model. The quick reply was an order to blow the horn of the pickup truck the guy was sitting in. As the startled bird flew away, the radar reflection on the test scope disappeared.

The very idea that a combat aircraft could be made so invisible as to hide behind a bird was an opportunity that couldn't be passed up. Everything associated with the program became classified at the highest levels. The program was transferred from DARPA to the USAF special projects office. The word "stealth" was forbidden to be mentioned in any unclassified document. And in April 1976, the Ford administration gave Lockheed the go-ahead for a full-scale aircraft. The Skunk Works was officially in the stealth fighter business.

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Hitler's top secret stealth bomber

Posted on June 26, 2009, 1:32 PM | Brian Saint-Paul

(Inside Catholic) Surprising to most, the U.S. military's space-age B-2 Spirit was not the world's first stealth bomber. That honor belongs to the Horton 2-29, an experimental jet created by Nazi Germany at the tail end of World War II. However, because it was never in wide use during the conflict, the 2-29's stealth capabilities were never given much of a test. That is, until now.

Researchers hired by National Geographic studied the last remaining 2-29 in existence -- locked away in a U.S. government hangar -- and built a replica. They then tested the plane's resistance to the kinds of radar active during the Second World War.

Radar tests on the replica show that the plane's radical, smooth design would indeed have given it a significant advantage against radar, according to Tom Dobrenz, a Northrop Grumman expert in stealth, or "low observable," technology, who led the Horten replica project.

In short: The Horten 2-29 looks to have been the world's first stealth fighter.

Here's a brief video of the researchers at work. Fascinating stuff. We can marvel at the genius of the German design, while being grateful that it came too late to help the Nazis.

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The new Concorde: Supersonic jet will get you from London to New York in just three hours

By Daily Mail Reporter
Last updated at 7:13 PM on 23rd October 2008

It is five years ago almost to the day that Concorde approached Heathrow airport under much fanfare and nostalgia on its last official flight before heading off into retirement.

In a move which for some people signalled a step backwards for technology, the Anglo-French aviation-engineering masterpiece touched down and with it the chance for people to experience supersonic air travel.

But now, an American firm is on the cusp of re-imagining the supersonic dream and confidently plans to have supersonic commercial aircraft back in the skies as a reality by 2015.

The future: It's hoped the £47.5million jet will be on the market by 2015

The Aerion Supersonic Jet may not have the same grace and style and the size of the great Concorde, but the Aerion group are so sure that the plane will fly that they have pencilled in test flights for 2012, with transatlantic testing to follow soon after.

Reaching a top speed of mach 1.6 the jet will once again put New York within three hours flight time of London.

The company are so confident in the design that they claim to have 50 interested parties, who have all paid the £150,000 deposit.

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• 1,000mph or bust! British supercar aims to shatter speed record

‘It simply will change the way global business is conducted. Flight times in general will be reduced about 40 percent,’ says Jeff Miller, chief spokesperson for Aerion.

‘Business and government leaders will be able to travel more in pursuit of opportunity. And they will feel a lot better when they step off the airplane.’ As everyone remembers Concorde was far from the budget airline options that are available now.

Historic: Concorde takes off for the last time from New York on October 24, 2003

The Aerion Supersonic Jet will be no different.

‘It’s priced at £47.5million - each,’ explains Miller.

‘To date, Aerion has more than 50 letters of intent secured by £150,000 deposits.

‘The cost per nautical mile will be similar to today’s large business jets.’ The biggest advance in technology that the Aerion has improved upon Concorde is in its noise reduction ability.

Concorde was famously and some would say intentionally scuppered by jealous Americans who banned the plane from flying over U.S. territory at the speed of sound.

This immediately removed any advantage the small plane had over its larger competitors and ended the supersonic age before it had begun.

The Aerion aircraft can successfully fly at nearly the speed of sound without any significant noise impact and more amazingly has the ability to fly at mach 1.15 without emanating a sonic boom.

The first Aerion Supersonic Business Jet, shown in a design above

‘This is due to the patented supersonic natural laminar flow (SNLF) technology that substantially reduces drag at supersonic as well as high-subsonic cruise speeds,’ says Jeff Miller.

Despite the fact that the Aerion is obviously only ever going to be flown by those who can afford it, the very idea that commercial supersonic airliners are going back into the skies will please the enthusiasts.

‘Aviation progress has always been synonymous with an increase in speed. To be flying more slowly in this century than in the last seems like a step backwards.,’ says Miller.

Admitting a huge debt of gratitude to Concorde, Miller impresses that the Aerion jet is a significant leap forward in aircraft technology.

Luxury: The comfortable Aerion Jet will ferry private buyers at speeds of mach 1.6, meaning New York will once again be within three hours flight time of London

‘Concorde was a beautiful machine and a product of its time, but technology has moved forward and new designs such as the Aerion jet offer greater efficiency.

‘Concorde was withdrawn due to high operating cost, which Aerion technology has successfully overcome,’ says Jeff.

Aerion will start small but hope to have the technology and the capital to one day expand their operation beyond smaller aircraft to larger Concorde sized vehicles.

‘With the success of the Aerion supersonic business jet, we expect to see supersonic flight becoming commonplace.

‘With market acceptance it will be possible to fund the development of airliner variants, offering time savings to a much larger group of travellers,’ says Jeff.

As incredible as it seems that Concorde was flying only five years ago, Aerion will be tearing across our skies in four, heralding a return to the skies of supersonic travel.

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