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It can’t have been Oscar Leader [aged 12]
Here’s Oscar’s Oscar winning speech
Looks like they’ve shut down that Youtube account. Someone already commented that Oscar — the 12-year old Bataclan survivor — “looks stoned” in the footage. Certainly something like that. Gazing into the distance; almost gormless; he doesn’t seem to listen nor respond to any of his father’s words or movement.
Then they used another angle; same issues though; gormless kid, behaving like he’s out-of-it, not reacting to others; and staring into the distance:
ABC.NET.AU has a much shorter excerpt from the same 4m30s footage – with the worst bits already cut out.
Convincing me it’s green-screened. The boy recorded separately. And then layered in front of his father, as if they were all sitting on the street bench together.
It’s that absence of eye contact, and lack of reaction towards dad. A common psychological flaw found in a lot of green-screening; and especially evident when using kids.
But by videoing the child separately, he’s kept oblivious to the context of what’s being said. Reduced to delivering abstract lines in a studio setting. Repeating words he was told to remember without understanding their relevance. Isolating him from the psyop.
And those words so obviously written for him. An excerpt below:
INTERVIEWER: Have you ever seen a dead body before?
OSCAR: No it was my first time and I was lying, erm, just next to one. Which, erm, I really was not in a comfortable position at that moment.
“It was my first time. I was lying just next to one [dead-body or a dog-turd?] I really was not in a comfortable position at that moment.” ??
Just not the words a 12 year old boy would ever use.
The audio of the interviewer sounds like it was added later, too. Listen to the change in background noise when she speaks; she’s recorded separately with poorly normalised sound levels.
In any serial-killing psyop, for obvious reasons it’s unusual to find child actors. But presumably video-layering is seen as an acceptable means to overcome the limitations of child-actors and the risks of causing them psychological harm. Or so the Nutworkers tell each other.
here’s a better quality photo of the terrace with what looks like gas/bomb blast damage:
all that moss on the roof – was it inhabited?And a close-up of that moss-covered roof:
The roof to the damaged house is heavily covered in moss/lichen/airbrushed green. And yet roofs of other houses, with identical elevations towards the
sun, remain moss-free and still slate-grey. How can that be?I’m fairly sure these house damage photos are composite fakes. In the fauxtographs above, the roof line drops implausibly below the guttering level; underneath the top line of the upstairs windows. But shows no sign elsewhere of roof slippage.
These are standard-design council houses, built throughout Scotland/UK. Maybe the imagery was taken from routine demolitions of identical houses elsewhere, and just cut-and-pasted to suit?
Here’s an intermediate demolition photo of the same house:
How do you get the locals out of the way, though? As Tom speculated in the Aberfan Disaster thread, they were probably all rehoused earlier. Happily rehomed to a comfortable new housing estate built nearby around that time? Their old empty homes then taken over by the perps, maybe months before the crash.
Bit-actors just assuming temporary residence, living under assumed names, making themselves conspicuous in the local community, before disappearing on that fateful night into the Scotch mist?
BTW, a BBC documentary uploaded to YouTube 2008 has recently, I notice, been blocked by the BBC on copyright grounds after 7 years…
[Linked at the top of page 1 here — (this one? — https://www.youtube.com/watch?v=GP0_ilSYnhE ) ]
Makes one wonder….What is the proper title of that blocked documentary? Is it found elsewhere? There are more than a dozen or so “documentaries” about Lockerbie, and several more docu-dramas on fileshare networks.
One all-action, re-enacted drama, produced by Granada TV [“Lockerbie The Tragedy of Flight 103 – The Inside Story“] was produced just months later. Exceeding bad taste, if the crash were genuine.
Another documentary The Maltese Cross was supposedly funded by roguish financial maverick Tiny Rowland. Yet in the credits, the filmmakers couldn’t even spell Tiny’s name right..
Supposedly a “suppressed” film, The Maltese Cross generated numerous rabbit-trails of its own. Very similar in many respects to “Unlawful Killing“, the Diana documentary funded by Rowland’s (faux?) arch-nemesis Mohammed Al Fayed. Bit off-topic but how real was Rowland?
The history of the road system around Lockerbie may hold a few clues.
The images we see from 1988 show the old A74 Carlisle-Glasgow dual-carriageway.
BELOW: looking south; old A74 dual Carlisle-Glasgow road; now the B7076 Lockerbie bypass
That road, the old A74 dual, opened 1965, replacing the old (old) A74 which had passed through the middle of Lockerbie town centre.
However, even that section of new A74 dual (Muirhouse to Water o’ Milk) continued to be a bottleneck; cluttered perhaps by local traffic. So in 1992, work started to replace the A74 dual with the A74(M), a motorway running parallel and to the west of the A74 dual.
That new motorway, the A74(M) was completed in 1994 at a cost of £180m. The old section of A74 dual running alongside the crash-site, was downgraded and renamed the B7076; and is known locally as the Lockerbie bypass.
Maybe something and nothing but.. Boring John, prime minister of the day, replied in 1994 to a leading question about Lockerbie. The query was posed by Scottish socialist MP Tam Dalyell (AKA Sir Thomas Dalyell of the Binns, 11th Baronet).
Would that be one of the “benefits” for staging the crash at Lockerbie?
It could be sold to the local Dumfriesshire bigwigs as the means of (retrospectively) funding – via a sheering-of-the-sheep (the underwriters) – a motorway upgrade to one of the most important routes into Scotland?
It’s difficult to find other good reasons for staging the crash at Lockerbie. Its proximity to a town increased the complexity of the hoax. Even if the nearby A74 trunk road – a main artery into Scotland – gave it a major “gawp factor” for passing motorists.
Logistically, staging the crash in the nearby hills above Torthorwald or Tundergarth, just outside Lockerbie, would have been much easier.
(hot-linking blocked again)
These images show a crater looking very ‘dug’; a mechanical excavation. Not reconciling with the (alleged) aerial photographs of the same scene.
One of those who reportedly lost a loved-one in PanAm 103 was Eton- and Oxbridge-educated Dr Herbert (Jim) Swire. Swire has played a leading faux-leftist role, generating rabbit-trails of his own. Pleading for compassion toward Libya and “wrongly-convicted” bomber Abdel-Baset al-Megrahi. While underpinning the official crash/bomb narrative. Quite possibly descending from the British hong operation of John Swire & Sons – the notorious 19th century opium smugglers; an intelligence-linked firm reputedly still ‘in the business’ today.
Bookshops report brisk sales of novel linking Swire to drug trade
The book [When We Were Orphans] describes Swire as making vast profits in the lead-up to World War II by importing opium through Shanghai and turning millions into addicts.
Swire, which denies involvement in the opium trade and fears the book will damage its reputation in Hong Kong and China, said this week it was not behind the sudden surge in sales.
Yet from Dope, Inc. (1978; with same paragraphs in latest 2010 edition):
The Keswicks, Dents, Swires and Barings still control the world flow of opiates from their stronghold in the British Crown Colony of Hong Kong. Jardine Matheson, the Hongkong and Shanghai Banking Corporation, and the Peninsular and Orient Steam Navigation Company still control the channels of production and distribution of the drugs from the Far East, through the British dominion of Canada, into the United States.
..
The Hongkong and Shanghai Bank is not an independent malefactor, but a special operation of the British oligarchy’s top banks, specializing in the Far Eastern drug traffic. The Hongkong and Shanghai Bank’s governing body, the London Committee, is the British oligarchy’s delegated group assigned to the
Far East drug traffic.More specifically, it is an economic warfare operation. Two of its directors, J.K. Keswick — of the family that founded Jardine Matheson in 1828 to trade opium — and J.K. Swire — of the Swire family of hereditary opium traders — were senior officials in Britain’s Ministry of Economic War during World War II.
Pure speculation, but I wonder whether for photographic purposes, the crash-scene at Lockerbie was fabricated as a scale-model. Whether modelled in whole or in part. If the latter then perhaps using a scale-model of the wrecked buildings and the gouged crater at the front. Pasted on top of a genuine photograph of the undamaged houses behind? Was that beyond the technical limitations of image (and video?) compositing back in the day (1988)?
There’s just a feel to the Lockerbie imagery which reminds me of a miniature town; something of the model railway village to it. Perhaps it’s the lack of finer detail, missing in the very smallest objects; that lack of definition in the vehicle components, for example. Were they just too tiny to be modelled properly, if that’s how they did it? Explaining perhaps why even today, we are still only shown poor, low-resolution imagery. The safest way to cover-up those modelling limitations, maybe? Much better images must exist somewhere, yet we’re never shown them.
BELOW: Inconsistent brightness levels? Unduly dark region between the damaged houses and the undamaged houses. Yet the white house at an angle to the camera is very well illuminated. Inconsistent lighting levels? Could that dark area be disguising the seam where two separate images are joined?
The elevations of the houses in the image below feel odd. The wrecked building in the foreground seems too low compared to the houses in the middle-ground, which seem too low compared to those houses in the background.
(Could just be me though, not appreciating the effect of the (aerial) camera angle?)
Regarding the huge gouge in the ground – described in early news reports as “a crater twenty feet deep and a hundred feet long” – where the fuselage supposedly struck.
If the imagery isn’t of a scale-model, could that crater perhaps have been from conventional ground-workings? Undertaken shortly before the “crash”, under the cover-story of effecting a water-main repair or some such? And then just attributed to the plane crash on the fateful day? It’s not like anyone would take note of a local claiming “that crater was there already!”
Or, as the crash purportedly happened in the hours of darkness – 7pm on 21 December – maybe the crater was hastily excavated during the hours between the alleged crash and daybreak, or whenever the first faux-to-graphs were released.
If the gouge wasn’t created by a crashing plane, and the image of it wasn’t a scale-model, and it wasn’t mechanically dug, how else could the crater have been created?
It’s tempting to think ordnance was used. But the deep crater doesn’t seem to have the correct physical profile to suggest the detonation of buried explosives. It’s that rounding of the edges; and the tapering in width and depth towards one end. Not concordant with damage from a buried bomb, or bombs, which surely wouldn’t be so shaped.
Presumably the crater was intended to subliminally represent the path of the belly of the plane, as it gouged along the ground. And yet there was very little plane debris in the imagery to corroborate such a narrative.
Plenty of signs of the familiar “fly-tipping” problem in the Lockerbie imagery though; this image from the Scottish Record only surfacing many years (2013) later:
Several interesting videos on the hoax crash from youtuber LEE TM.
With logical arguments for fakery. Except perhaps the conclusion which plumps inexplicably for The Jooz Dunnit. In French, but Youtube subtitling+translation does a reasonable job.
Le crash de l’airbus A321 est une mise en scène (The crash of Airbus A321 is staged)
Airbus A321 MetroJet: Crash Hoax ou complot? (Airbus A321: Crash Hoax or conspiracy?)
That’s a strange address – MR & MRS Gangelhoff, Harley House, London whose daughter Bonnie pops up in the Cemetery in 2009
and while paying her respects bumps into the sister of one of the two stewardesses.http://www.irishtimes.com/news/memorial-to-1968-aer-lingus-crash-1.1027816
Probate:
Joseph Walter Gangelhoff of 5135 Loch Lomond, Houston, Texas died 24 March 1968 Administration with will November 9 1969 GBP 1614 in EnglandStill googling the Gangelhoffs — Joseph & Mary Gangelhoff – the two American victims in the 1968 crash of Aer Lingus flight 712.
As Felix notes, the Gangelhoffs left behind a bereft daughter Bonnie Kathleen Gangelhoff. Bonnie pursued a career in journalism that took her across the states from Houston TX to Boulder CO. A vehicle through which she writes the most trite account of her happenstance meet in a Wexford cemetery in 2009, with another family member of the 1968 crash.
Conspicuously, Bonnie Gangelhoff’s name and photographs appear multiple times in the Student Yearbook for the University of Connecticut where she was an undergrad in the arts. Indeed Bonnie even helped edit the Student Yearbook for 1968.
Alas, Bonnie, it seems, was plagued by the same irritation that dogged her late parents. Her surname is routinely mis-spelt. Multiple times in the Yearbook which she herself apparently edited! With attention to detail like that, it seems inevitable that young Bonnie would take up journalism!
A bursary exists at the American School in London; part-funded by donations in honour of Joseph and Mary Gangelhoff. The Gangelhoffs “two sons” apparently attended the school at the time of the Aer Lingus crash which killed their parents. Although inexplicably, neither of the two boys appear on the memorial tablet to their late parents, discovered by Felix:
The American School has a most unfortunate history regarding air crashes. The Gangelhoffs we’ve just mentioned, but the School also donated victims for the 1988 crash of PanAm 103 over Lockerbie, and also the 1974 crash of Turkish Airlines flight 981; a McDonnell-Douglas DC-10 which came down north of Paris with a loss of all 345 on board. It was described, at the time, as “the worst plane crash on record“.
Those of a superstitious mind might wonder whether the American School is somehow jinxed when it comes to air crashes. The full story of the School’s links to three separate air disasters is documented in detail here.
From the front page of The Times (Mon, 4 Mar 1974) these were clearly turbulent times for anyone taking to the skies.
Barely a month earlier on 26 Jan 1974, another Turkish Airlines flight, a Fokker F28, came down with the loss of 62 on board, including the customary two Americans (Wonkileaks).
And on the same day (3 Mar 1974) as that “worst plane crash on record“, there was also industrial action at Heathrow, and a hijacking of a British Airways plane at Schiphol. A terrorist incident in which the VC10 plane was doused in gin, whisky and eau de cologne(!) by the hijackers and set ablaze; leaving nothing but a burnt-out hull. No one, by some miracle, died.
That DC-10 crash killing 345, was swiftly blamed by Turkish authorities on a terrorist bomb. But, again, suspicion points towards London. And, specifically that “industrial action” at Heathrow. How was it related? Was the strike contrived? With British Airways flights grounded, many British passengers – including fans returning from a rugby international – were apparently transferred onto the doomed Turkish Airlines plane. Greatly boosting the British victim count.
Felix asks in the TWA800 thread:
Question for all readers: were there any real plane crashes in the last 50 years?
I would say not many…
Me neither. The three air disasters above (PanAm 103, Turkish 981, Aer Lingus 712) and their uncanny links to the American School in London, should rouse even the most naive among us!
Wow! This Jurgen Whyte, who has been sent to Sinai, must be
a. A busy bee
b. A safe pair of hands.
He doesn’t say very much here at the press conference for this 2011 suspicious looking event in Cork. I can’t seen a single image of smoke, fire, or steam anywhere despite the charring.
…
The Irishman [speaks German, naturally] in Sinai –
https://ie.linkedin.com/pub/jurgen-whyte/a/93b/3a0
..
He doesn’t have much history before 1990.[nearest the camera here]
In that briefing, the gummint man with all the flannel, Minister for Transport Pat Carey, alludes to an earlier aircrash — the 1968 disaster of Aer Lingus Flight 712 which crashed ten miles off the Irish coast; a crash which we’ve raked over already on cluesforum:
http://cluesforum.info/viewtopic.php?f=25&t=1715&p=2391130#p2391118
Transport Minister Carey in that briefing about the 2011 Manx2 Flight 7100 crash at Cork Airport, that — “the last major public transport accident in Ireland was Tuskar Rock in 1968“..
Nothing like making a cocktail of aircrash psyops; brings out the best flavours in them.
—-
Crashed into a “hill” at the end of the runway LOL!
http://avherald.com/h?article=48ed283e&opt=0
Another fake.
You’re not alone in sharing a little scepticism. From the same forum (which is blocking our hot links)..
There’s also a question mark over the number of dead in that crashed Allied Services AN12 flight EY-406 – which ploughed into the-hill-that-never-was at Juba on Nov 4 2015.
Mysteriously, the dead aboard that flight exceeded the number of seats on the (cargo) plane. Which logically means that if they weren’t sitting on each other’s laps, then some of the victims/vicsims must have been travelling in the unpressurised cargo-hold. Very naughty, and could require more legislation.
On your marks, get set….
Like the backyard of a messy old plumber; full of offcuts of odd pipes. “When you gonna clean up that feckin backyard, Ernie?”
Several commentators on the avherald forum note how the aircraft broke-up. Just as if it was cut up with a blade.
Which it probably was. Chopped-up beforehand. Into easy-to-handle pieces. To fit in the back of a lorry. For shipping to the “crash-site”.
On the financial matter of who’s gonna pay – there’s still question over the aircraft lessor’s identity. Is it AerCap or is it Wilmington Trust? The Irish Times gives more questions than answers:
The Dublin company that has been reported as owning the aircraft, Wilmington Trust SP Services (Dublin) Ltd, is an Irish subsidiary of a US bank that holds legal title to aircraft on behalf of third parties.
It is a relatively small player in Ireland’s enormous aircraft leasing sector, which has about half of the world’s approximately 8,000 leased commercial jet aircraft on its books. Efforts to contact a representative of the company were not successful.
While Wilmington was providing services relating to the aircraft, it is understood the Airbus was in fact leased to Kolavia by the Amsterdam-headquartered aircraft leasing group Aercap. Aercap’s Shannon-based subsidiary, Aercap Ireland, was formerly the late Tony Ryan’s GPA Group Ltd, the company that established Ireland in the aircraft-leasing business.
It is not known if the aircraft that crashed in Egypt was owned by an Irish subsidiary of the Aercap group.
Okay if it’s not Wilmington’s then maybe it’s AerCap Ireland?
It’s like as if they want it to be Irish-owned. “Whoever feckin’ owns it, let’s just be praying they’re Irish” ?
The official website of the carrier, metrojet.ru – currently still offers online bookings to “go fly with me”, with them. Those Ruskies – remember the Eastern Front – never ones to give up without a fight:
The airline puts all its cards on the table – too many cards, to my mind – offering all the “official paperwork” for the plane – recent maintenance manifests, safety certificates and audits, etc – in a 3.8 megabyte ZIP file for our casual perusal:
Continuing on the theme of financial problems at the carrier – in a somewhat sparse News section on the metrojet.ru website, we find the following, dated 20 July 2015:
It’s the very last news report before the crash. Just waitin’ to be found.
It very publicly severs any link between the TUI Group – “the largest leisure, travel and tourism company in the world” – and Metrojet.
If you’re going to pull off a psyop, imperative to exculpate TUI beforehand?
Putting Munich aside for a moment, here’s a hoaxy feeling helicrash which ties together several other threads, Jill Dando, the BBC, music and Football.
The Jill Dando psy-op carries on apace 24th March 2014A former BBC colleague of Jill [Dando], who fears reprisals if named, said: “Jill told me she was investigating the death of her friend Matthew Harding and money laundering claims.
“She was killed after ignoring two warnings to back off.”
The source claims Harding first told a friend, Irish journalist Veronica Guerin, about his fears for football.I saw that one on DI. Wonderfully fanciful idea that celebutards, like Songs-of-Praise presenter Jill Dando, are maverick investigative journalists in their spare time!
As if we need any more proof it’s bunkum, they dovetail the story of Harding into the Veronica Guerin murder; which, again, has all the hallmarks of another hoax.
A psyop playing to the absurd and very dated idea of an all-powerful underworld of working-class gangsters ruling organised crime. Dublin’s answer to the Krays of the East End, or Untouchables like Moss-side’s “Mr Big” Paul Massey. Martin Cahill, “the General” of Dublin, and accomplice John Traynor. Cunning crooks, ever conniving; always one step ahead of the knuckle-dragging cops!
Sorry, nothing to do with air disasters, real or imagined!
One more – the nose cone. Whipped clean off. Like the top of a boiled egg.
You’d think – under normal rules of aerodynamics – it would land nose down.
Looks like it was landed in the desert at some time before and blown up. The wing looks like it has been set fire on the ground.
Yeah, and maybe this wasn’t even staged in the Sinai desert. Instead, somewhere more accessible, maybe, with a runway to land on? Saving a logistical nightmare of carting all the debris crap to the middle of nowhere.
Perhaps stage it near to an Aircraft Boneyard somewhere else in the world? Many of them are in desert zones any way; places where worn-out planes are stored for years, being slowly butchered for spare parts. Often places under military control. Ideal venues to blow-up this one. Besides, who can tell one desert from another?
A few more photographs for the album:
This one from the Beeb. Remember the aircraft supposedly broke-up at 31,000 feet (10km); falling to earth “at up to 6,000 feet per minute”. That’s 70mph. Which seems very low. The terminal velocity, according to our trusty friends at NA$A.GOV, of debris falling from that altitude, being perhaps closer to 250mph.
Using either figure (70mph or 250mph) for the speed at which the aircraft debris struck the ground – does this image – of one of the two inner engine housings – look remotely realistic? Falling from that height, wouldn’t the whole housing be squashed almost flat on impact? And that pipework on the right – would it still be hanging on like that?
And this image. It looks more like a collection of metal junk parts which someone has scattered around a small area. Look at the loose smaller components; clothing even. Did they supposedly break away on impact? Wouldn’t they have been thrown much farther afield? Or did they break away mid-air? If so, how could they fall from such height, but land with such proximity to the largest mass of debris?
One more. This arty-farty image shows the fan of one of the two IAE V2533 engines. Incredibly, the fan blades, made of lightweight titanium – very vulnerable to damage – even from bird strikes – remain intact. Not even buckled. Hmm..
An Egyptian news source Ahram Online is reporting that of 217 passengers aboard Flight 7K9268, 214 of them were Russians, 3 Ukrainians. Putin has declared that tomorrow (Sunday) will be a national day of mourning.
Will this become Russia’s version of MH17? With “conspiracy theories” abounding? Rumours of a missile? Accusations of terrorism? A bomb aboard? With blame pointed at Russia’s “enemies” – to stoke international tensions, just as the MH17 hoax did?
Russia Today (RT) offers very brief – just 37 seconds – footage of the crash scene. It’s low-quality upscaled to 1080p. Again, does it correlate with other imagery from the supposed crash site?
Note:
. the strange haziness in the middle foreground at 0m10s and 0m25s. Is that meant to simulate smouldering from the wreckage? Or a helicopter dust-cloud? Or is it an artefact of compositing / an attempt to disguise compositing?
. large number of ambulances. Their crews just stood and staring. Is that realistic? Are they layered on top? Study the mens’ shadows. Are they all cast uniformly? Especially the suited man at 0m24s.
. the fuselage ‘stump’ at 0m25s, and the debris around it. Does it match the ‘stump’ and debris shown at 0m29s?
The image below was reportedly the very “first impressions” from the crash site.
It appears to show a very different view of the crash scene, compared to the images above:
TomDalpra wrote:
The V1 attacks look credible enough. They were drones effectively weren’t they? Flying bombs.
Well that’s the narrative.
It seems most unlikely that over 70 years ago the Nazis had an auto-piloting technology so sophisticated that it could navigate a V1 across the Channel, landing it with ruthless precision on the slums of east London (slums that, conveniently, were just begging to be demolished).
While being ever so careful never to overshoot the target, and strike Buckingham Palace, the Houses of Parliament, or any of the plush residences in London’s West End.
Besides, if this V1 “drone” technology existed in 1940 – why didn’t it continue in peace-time, with new applications for it?
The V1 doodlebug doesn’t, to me, look any more credible – no more real – than the V2 rocket bomb which supposedly followed.
The V1 tragedy at the children’s home in Crockham, Kent in 1944 – “the single worst V1 attack of the whole war” – with a victim count of 30 – looks especially fake.
If the British government was faking V1 attacks “just to keep people frightened” – then what credibility – what reality – to the V1 itself?
http://cluesforum.info/viewtopic.php?f=23&t=1435&start=45#p2389101
So, Mrs B[erkeley] was born circa 1937. Let’s see, Roger’s mum’s name was Henderson. Pauline A Henderson, then.
Born 1937 2nd quarter in Newark, Nottinghamshire. Brother Ellis two years older. That’s quite near to Worksop.
So why is the birth [of Roger] not registered in Worksop? Neither is any marriage of his parents registered in England and Wales, although that doesn’t rule out a marriage in another jurisdiction, eg Scotland or Ireland. Therefore, Charles [Les] cannot be right saying that Graham was born at home in Worksop
Les and Pauline seem to have vanished into oblivion circa 2003/4.
Their local newspaper, the Shropshire Star provided some more recent backstory for them; interviewing Charles and Pauline Berkeley at their home on Crocus Drive, Sutton Park, Shrewsbury on the 2011 assassination of Osama bin Lollypop.
Land Registry still lists them as owners of that Shrewsbury address since 1981. You’re quite right that Charles’ middle name is Leslie – Land Reg has got him down as that. Which adequately explains why wife Pauline called him Les in that 2011 Sky News interview.
Sadly Sky News has taken down the video; which is unusual as it’s not that old, and surely still important. It’s also a loss for 911 researchers, which is probably why it was taken down. Though I distinctly remember Pauline Berkeley spoke with a local Black Country accent. This seemed odd since Graham, her high-flying son, with his “improbable career trajectory”, spoke with a middle-class south of England accent becoming of a scholar of the Royal College of Music.
Furthermore, as you’ve already pointed out, Pauline was apparently born 1937 nr Newark, Notts, where the local accent is very different still. And according to the narrative, Pauline & Charles Leslie Berkeley were still living in the Notts area when son Graham Berkeley, the only British victim aboard Flight 175, was born 1964 “at Home in Worksop in Nottinghamshire” And they were still living in Notts when younger brother Roger was born in 1970.
Graham “spent his Schooldays in Shropshire when theFamily moved due to his Father’s promotion within the Central Electricity Generating Board”, writes Charles Berkeley in his tribute written as “the Father” (!)
So how did mother Pauline, born Notts 1937 – seemingly spend at least the first 33 years of her life in Notts – but develop her distinct Black Country accent? They are a strange family.
Brief mention of the Thompson twins in this list documenting some 22 of the 9/11 vicsim twins:
http://letsrollforums.com//showpost.php?p=215309&postcount=29
Interestingly, by the time the Daily Mail ran this article in 2011 — as top-up propaganda for the 10th anniversary — the vicsim count of twins had jumped to 46. “In line with statistical probability,” the Mail helpfully points out:
Why that upward adjustment of twin vicsims? To scupper doubts over the abnormally low count of twins among the victims? Bringing the casualty figures more in to line with the national average for twins?
46 twins among 2,996 victims is 15.4 twins per 1,000; almostly precisely the rate for twin births in 1961; that being the mean birth-year for those killed in the attacks. (Apparently, the birthrate of twins exploded in recent years, due to fertility drugs.)
Quite why those 24 extra twins weren’t noted until ten years later is cause for speculation. Perhaps it was the simplest way to reintegrate any vicsims finding life lonely in incognito; allowing them to be plausibly reintroduced to old circles as the long-lost “surviving twin”?
However, the updated 911 twin count still isn’t very useful since it doesn’t distinguish the identical or near-identical twins – who have great intelligence value – from non-identicals, nor from the least valuable twins – those of different gender.
Great discovery, Felix, uncovering the link between Savile and the Munich Air Disaster; via his management of the Plaza Ballroom on Oxford Street, Manchester.
The Plaza being the venue on the night of the Crash for the annual Manchester Press Ball. The Manchester press corp reportedly suffering 30% of all the losses in the Munich disaster.
The Ball doesn’t appear to have been advertised at the time. Perhaps not surprising given the closed-shop nature of the Press and it being an invite-only event. However, the rescheduled Ball was advertised in the Manchester Guardian, with it apparently taking place a month later at the Locarno Ballroom in Sale:
What relevance that Press Ball to the Munich Crash? Was the Ballroom like a psyop “nerve centre” for the whole operation? With Jimmy and colleagues officially putting up a “cancelled” sign, before locking the doors to tune in as the news coverage unfolded? Was the Ballroom similar to the role of control-centre that some attribute to WTC7 in the 9/11 hoax?
As for Savile, I’ve often wondered about his knowledge of various psyops. Through his long-standing role as mentor at Broadmoor Special Hospital, home to Britain’s criminally insane. Did that work at Broadmoor expose him to some of the more grisly hoaxes of the day?
Savile discusses and defends his work at Broadmoor in this 1988 interview; facing strangely hostile questioning over it: https://www.youtube.com/watch?v=vBZ8M0G0FRQ#t=11m30s Demonstrating surprising compassion, he’s also assiduously avoids mention of the most notorious Broadmoor patients.
Over five decades, Savile developed an intimate relationship with the media; boasting press contacts throughout the country. A mutual relationship perhaps galvanised initially by that Munich incident, all those years before? Was Jimmy already a ‘safe pair of hands’, in the eyes of the media; already ‘onboard’ at the time of Munich?
In Louis Theroux’s 2000 interview of Savile – which seemingly set the stage for his posthumous ruination – we see Jimmy breaking his ankle while out jogging in Glencoe. But rather than getting the wretched thing plastered-up ASAP, Savile is more concerned with securing the best press coverage first! See: 35m20s in http://www.dailymotion.com/video/x1ziq8u_wlm-s01e01-jimmy-savile_news A showman, aka media whore, to the end.
Perhaps the Press came to think that without its help, Jimmy would have been nothing, and therefore felt it still owned him – even after his death? Eventually destroying his reputation in a posthumous psyop of his own? Live by the sword, you must die by it, too?
Interesting research, Felix.
The second crash – of the B24 Liberator A Dog’s Life – at Old Catton, Norwich, England on 13 Feb 1945, has some curious imagery.
The two images of the Old Catton ‘crash scene’, supposedly taken in 1945, look faked. With the second of those two black and white images possibly faked quite recently:
The roof-line of the damaged dwelling just looks all wrong. The roof pitch is badly distorted. Is it supposed to have a fully-pitched roof? Or a part-pitched and part-flat roof over an extension on the left? And yet fully-pitched on the right? If so, why is there guttering for a pitched roof, afixed around a flat-roof?
The front wall of the house also doesn’t line up properly; an anomaly which the cloud of dust obscures. As intended, maybe.
All suggesting that the images of the ‘crash damage’ are composite fakes.
It looks like the facade of a superficially damaged house wall, with broken windows, has been taken from somewhere else. That image then layered, or pasted on top of the building that still stands today on the corner of Spixworth Road and Church Street, Old Catton.
The accident debris at the front of the photo also looks dodgy, and the men in the crash scene don’t seem to gel together, nor fit into the scene properly.
But it all helps to create the illusion of a major aircraft accident.
It’s also odd that in the crash photos there are no windows on the right-hand side of the damaged house. We should see two windows; one up, and one down. Where are they? Compare the damage photos with modern images from Google StreetView, etc. Did they supposedly ease in two new windows, when the dwelling was ‘repaired’?
Except we find, from a close-up view with Google StreetView, that the window apertures and the brickwork in the house today look original and unrepaired. Despite claims to the contrary from the author of oldcatton.com. He claims that: “Today, it is easy to see the brickwork used to repair the damage to the house in this picture“. Really?
Take a look at the ‘crash-damaged’ house as it stands today using Google StreetView: http://goo.gl/maps/gkPDTSEYRhK2
No obvious signs of repaired brickwork. The facade all looks old and original; laid with irregular or handcut bricks, including for the window sills and lintels.
The “17th century” house to the right is famous for being the home of Anna Sewell, author of Black Beauty. In the 1950s (1940s too?) it was known as Beechwood. And was home to the Burton family.
Back then, perhaps the Burtons owned the crash-damaged dwelling next-door, too? All the dwellings on that corner – either side of Beechwood house, appear to have been renovated at the same time; with the crash-damaged dwelling turned into two separate homes – Holly Cottage and Woodstock. Suggesting common ownership of them all at one time.
Eldest son of the Burtons of Beechwood, a Mr Gilbert George Devereux Burton, was one of four longstanding directors of nearby Norwich St Faith’s Crematorium; built 1935.
The crematorium has its own WWII history; a plaque in the chapel honours 30 Norfolk servicemen who lost their lives in battle and were cremated there. Although none from the nearby Liberator crash, it seems.
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