Terror Archipelago Down Under? Pt 2
Into the Erebus Abyss — Air New Zealand Flight TE901 Rabbit Hole Redux
Overview: Mount Erebus Disaster: Air New Zealand Flight TE901, 28 Nov. 1979
The crash of an Air New Zealand DC-10 in Antarctica in 1979 is re-examined in this dispatch as a possible coup d’état designed to threaten the Establishment to move bureaucratic mountains for the envisioned trans-corporate heist of the economy.
Former Māori Television news and current affairs editor Steve Snoopman probes the crooked competence, coiling circumstances and the crony chesspieces that belie a catalytic crisis with so many mistakes, the ‘accident’ seems ‘too stupid to be stupid’.
Snoopman also highlights the curious coincidences, that appear to riff off historical events with such uncanny frequency, they seem to whistle a ‘history rhymes’ tune.
He contends the South Pacific archipelago has been subjected to a secret, sinister ‘strategy of tension’ for over four decades to shift its political center of gravity away from being a centrally-planned democratic socialist state to a centrally-planned technocratic police state, while serving a closet talisman-pivot state function.
And he traces the creepy ‘acceptance’ rituals spanning forty years, including the spooky demise of ‘acceptance flight’ 888T that fell into the Mediterranean on the 29th Anniversary of the Mount Erebus Disaster. This creepiness was topped by Prime Minister Jacinda Ardern at the 40th Anniversary, who performed a faux apology, during what was another acceptance ritual. Meanwhile, on her watch, the Royal Commission into Christchurch Mosques Massacre was designed to be theater, since it was tightly restricted to cover-up why there had been an emergency response failure. After all, Ardern had studied the Erebus Disaster probes.
Thus, in this sketch of the crash of Air New Zealand Flight TE901 on November 28 1979, he asks: What if moving a mountain in front of a pilot was a display of spectacular power by sinister forces? After all, the Royal Commissioner, Justice Peter Mahon, finished his report stating that he believed there had been a deliberate concealment of the misleading flight plan when it was sent to McMurdo Station, Antarctica. Mahon inferred someone wanted the DC-10 to crash into Erebus.
Incredibly, the police superintendent who was in charge of the criminal investigation triggered by the Commissioner’s scathing conclusions, told Mahon years later that he was instructed to shut down the probe without any prosecutions.
On closer inspection, the white-washed findings of the Chief Inspector of Air Accidents appears to have been damage control to cover-up an air terrorism plot that looks like it was designed as metaphor-laden theater of ritualized techno-sorcery. This catalytic event seemed to be packaged with an intent to stealthily ‘process’ New Zealand’s ruling families, as well as Western Élites, attuned to reading the runes. After all, the symbol sorcery of a DC-10 belly-flopping on a 13° slope below Fang Ridge of the volcanic mountain — reported at the time to have been 13,000 feet high and named after a British bomb-ship, that collided with its companion ship, HMS Terror on 13 March 1842 — was packed with dark humour.
The well educated among the Establishment would readily detect the omens lurking in the metadata like marauding monsters, as if penned by Shakespeare or Dante. In Greek mythology, Erebus was the son of Chaos, the personification of darkness, and the name given to the caverns on the way to Hades, or Hell. Particularly, as the Establishment of any society are ‘the Establishment’ because they weaponize symbolism. It appears the spookiness of a crash site strewn with wreckage in effect ‘processed’ the ruling families of the West as a group mind, that mountains can be moved in front of aircrews at short notice. While the wreckage remains as an eerie talisman on Mount Erebus, vast swathes of humanity suffer from symbol illiteracy.
Key Finding: The collision of Air New Zealand Flight TE901 on November 28 1979 looked, slinked and smelt like air terrorism inflicted to scare New Zealand’s ruling families to get on board with the planned corporate heist of the economy. It may also have been inflicted to act as a talisman to the Western Élites attuned to such symbol sorcery, to move bureaucratic mountains for the forging of a global super economy, or more mountains could be moved in front of flight crews — any time.
A Second Look at the ‘Mount Erebus Disaster’, 28 November 1979
➼ State Penetration of a Banana Republic by a German Spy Ring?
In 1977 — on February 15, Air New Zealand commenced its Antarctic Flights. The same year, New Zealand was switched onto a track of police state formation. In that year, the Anti-Terrorism Squads and the NZ Aviation Security Service were formed.
One month after the first TE901 flight, on March 15 — the Ides of March — Prime Minister Robert Muldoon secretly approved the establishment of the Government Communications Security Bureau (GCSB), binding the state tighter to the Anglo-American Empire. Officially, the GCSB came into existence on 1 September 1977, the anniversary of establishing the Australia-New Zealand-United States (ANZUS) military alliance in 1951; it died grumpily, and for it there was hell to pay, it seems.
Central to the Snoopman’s ‘Terror Archipelago’ thesis is the supposition that an alchemical psychodrama ensued to re-wed the moderately-difficult South Pacific archipelago with the Anglo-American Empire, following the chasm that opened up in the aftermath of the Rainbow Warrior Bombing on 10 July 1985. A low-grade war appears to have been inflicted that is consistent with the Shock Doctrine laid out more generally by journalist Naomi Klein, whereby military violence was called upon to implement radical economic warfare in far flung places outside the developed nations of the Western Alliance in the 1960s, 1970s and 1980s, to spread ‘free markets’.
Since overt military violence was not possible in Western developed countries, including New Zealand, and since New Zealand has experienced numerous catalytic crises from which either the national security state and/or the electorate-dependent public state have been saved, or gained or consolidated power, I contend such events deserve a second look. Especially, since they feature ‘too stupid to be stupid’ aspects.
Particularly, since New Zealanders have paused little to contemplate how the nation became a partner to the North Atlantic Treaty Organization as a part of the Asia Pacific Four with Australia, South Korea, and Japan, which was formalized in 2020.
Questioning New Zealand’s teethering with NATO may seem picky, pesky and even peaceniky. However, given that moves toward this formationalization began with the then-New Zealand Prime Minister Jacinda Ardern in the 33rd year following the Rainbow Warrior Bombing, and prior to the Christchurch Mosques Shootings, the alchemical wedding with NATO — that was made possible by the horrific mayhem in Christchurch — requires interrogation. Especially, since the Ides of March Mosques Massacre resolved an impossible impassé about how to re-wed the left-wing liberal faction of the Wellington Political Élite with the Anglo-American Empire, given that the Rainbow Warrior sinking was inflicted to leverage the threat to David Lange.
Moreover, because NATO ran a secret low-grade war, dubbed ‘Operation Gladio’, which was inflicted across Western Europe, starting with Italy in 1947, and because it was not exposed until 1990 — the full dimensions of the Rainbow Warrior Bombing remained obscure. Furthermore, Gladio was packaged with a ‘strategy of tension’.
This low-grade war was designed to frighten the mass populaces of Western Europe and thereby shift the political center of gravity to the ‘right’ and away from socialism by blaming left-wing communist groups, and associating freedom and democracy with capitalism. By showing the subversion of Western Europe by the fascist Gladio network, Daniele Ganser in his groundbreaking book, NATO’s Secret Armies, proved this secret army actually drove a radical shift in warfare with a ‘strategy of tension’.
And in his book, GLADIO: NATO’s Dagger at the Heart of Europe — The Pentagon-Nazi-Mafia Terror Axis, Richard Cottrell traced the atrocities of Operation Gladio through the years. Perhaps more shocking, Paul L. Williams sketched the history of Vatican-CIA-sponsored terrorism, drug-running and arms trafficking since World War II, in his 2015 book, Operation Gladio: The Unholy Alliance between the Vatican, the CIA, and the Mafia. Given the foregoing, it’s clear to the Snoopman that for the most part, New Zealanders remain unware that the overarching purpose of the Rainbow Warrior Bombing was to telegraph a threat to élites of the Western Alliance to reign in their domestic activist groups, who sought to shift the political centre of gravity away from a military-backed empire, such as happened in Lange’s New Zealand.
However, my snoop-radar suspects that the South Pacific archipelago has been subjected to a secret, sinister ‘strategy of tension’ for over four decades to shift its political center of gravity away from being a centrally-planned democratic socialist state to a centrally-planned technocratic police state, while serving a closet talisman-pivot state function. In this part, I explore the supposition that the crash of an Air New Zealand DC-10 on Mount Erebus in 1979 may have been air terrorism inflicted to scare New Zealand’s ruling families to get on board with the planned corporate heist of the economy. As a possible coup d’état, the codified threat appeared to communicate to the Establishment to move bureaucratic mountains for the planned trans-corporate heist of the economy, since mountains can be moved at short notice.
The ‘Mount Erebus Disaster’ of 28 November 1979 — featuring a DC-10 jet being ‘accidently’ programmed to slam into a volcanic mountain in Antarctica — appeared to fulfil a trojan horse function, by acting it seems as a ‘lightening-rod’ to Western Élites who are attuned to reading such symbol scorcery in shock-packed news events.
In part 1, I said Muldoon, the former PM, stated in Muldoon, that New Zealanders needed to realize that not only is the world a “hard, cold” place. But, also that New Zealand is subject to economic warfare attacks, as well as subversion by actors who find it easier to penetrate the N.Z. system than the more heavily defended systems of its allies. Muldoon reformed the New Zealand Intelligence Council with these issues in mind, to afford closer liaison between the Police’s Intelligence Section, the Security Intelligence Service, and the External Intelligence Bureau. However, in Spyhunter: The Secret History of German Intelligence, Michael Shrimpton stated a small German intelligence ring stationed in Wellington had penetrated N.Z’.s state bureaucracy.
Mr Shrimpton claimed that the Deutsche Verteidigungs Dienst (DVD) — Germany's equivalent to the CIA — had also heavily penetrated the Carter Administration. The former-English barrister claims the SIS’s failure to identify career bureaucrat, Bill Sutch, as a DVD agent, led directly to the undisturbed penetration of New Zealand’s state bureaucracy by the DVD ring, to carry-on their subversion. According to Shrimpton, the Deutsche Verteidigungs Dienst (DVD) HQ is located at Dachau near Munich, while their COREA Group, located in Frankfurt, exists to control the CIA.
Bill Sutch had been accused of being a Soviet spy by the NZSIS, and despite being in retirement, he was arrested after Prime Minister Norman Kirk had died suddenly after fish ’n chips. Sutch was humiliated in a farcical one day trial, but acquitted by the jury.
Muldoon appeared to accept the SIS’s official view on Sutch. However, the ‘Sutch Affair’ seems to have been theater between factions locked in a fight to carve up the public state. Because, Mr Sutch had been instrumental in a concerted effort to re-industrialise New Zealand, which occurred on Labour’s watch between 1957 and 1960, and continued with National — as Bruce Jesson recounted in his 1987 book, Behind the Mirror Glass. The Minister of Industries and Commerce, Phil Holloway and the Secretary, Dr Bill Sutch, signed eleven secret agreements with overseas companies to establish industries in NZ. These included the Marsden Point Oil Refinery, New Zealand Steel, and Comalco Aluminium Smelter at Tiwai Point. The projects teethered New Zealand’s wealthy families to foreign interests. Cue Pinky and the Brain song.
Amid this domestic rivalry, a blueprint dubbed the ‘1980s Project’ to re-assert dominance over the world was work-shopped in Gotham at the Council on Foreign Relations, chaired by the ‘brain’, David Rockefeller, of the oil and banking dynasty.
In the mid-to-late 1960s, the impetus for a re-set of the New Zealand economy, and the rest of the world, came from the then-North Atlantic Capitalist Class, who faced several major crises. These ‘calamities’ were: a structural crisis of Declining Profit Rates for transnational and state-located corporations; a Crisis of Democracy presented by the numerous 1960s Peoples’ Movements; and demands from a Developmentalist Movement in the ‘Third’-and-‘Second World’ countries for Western technologies in fair return for the resources supplied to rebuild Western Europe and Japan following WWII. Since the Bretton Woods Agreement of 1944, America and its currency had been the keystone, requiring each country to maintain the exchange rate of its currency within 1% of a specified value of gold, convertible at US$35 an ounce.
The validity of the ‘American dollar’ as the world’s defacto currency had come into question amid huge deficits run-up during America’s War on Indochina.
The North Atlantic banker dynasties that owned the Federal Reserve banking cartel needed to re-invigorate the US FED dollar, which is backed by the U.S. military.
To this end, the Yom Kippur War of October 1973 was triggered by a ‘Rockefeller-Kissinger-Bilderberger Nexus’ to reset oil prices to reforge the U.S. FED cartel with a petro-dollar, gaslight vassal states to buy U.S. weapons and weaken governments with a world debt crisis, as William Engdahl’s A Century of War and Gods of Money reveal.
Meanwhile, in the archipelago neighbouring the land down-under where women glow and men plunder, numerous men who would become the ‘Knights of the (Business) Roundtable’, including Ron Trotter, fretted over New Zealand’s ‘banana republic’ features in the days of Muldoon. Indeed, Financial Times journalist Martin Wolf claimed he himself made the same observation to the Roundtabler, Roger Kerr, back when he was visiting N.Z. to write a report for the World Bank Group. Naturally, Mr Wolf, who is a Commander of the British Empire, advised industry restructuring.
In June 1982, Muldoon instituted a policy shock when he froze rents, interest and prices amid galloping inflation and an impassé with trade unions on wage bargaining.
Conspicuously, everything was frozen except the share-market, which boomed.
Muldoon was stuck between an oligarchic rock and a hard labour place. Proponents of a ‘market economy’, which was a sanitized term to describe technocratic neo-feudalism (later dubbed neoliberalism), claimed they tried to persuade Muldoon. But what they proposed was full-blown economic warfare that caused hardship. And, the labour unions would not give any ground on demands for wage and salary increases to keep pace with high inflation — as a result of crises ultimately caused by the planet’s Overlords. A contrived theater ensued to cast blame on Muldoon as the obstruction.
After all, Muldoon could only lead as far as his voters would accept — absent a crisis.
Meanwhile, property investor Bob Jones spearheaded the now-defunct New Zealand Party (1983-85) in order to split the vote, so that the Labour Party would win the general election in 1984 over the incumbent National Party. Mr Jones evidently hated Muldoon’s ‘price freeze’ because it worked as a ‘rent ceiling’. The ‘Knights’ moved.
Jones’s move was ironic because he had established the Capital Club in the mid-1970s as a political fund-raising mechanism to propel the National Party and his friend Robert Muldoon into power in 1975, to pass the Property Speculation Tax Repeal Bill.
It appeared as if there were counter moves to Muldoon’s ‘instincts’, like he was preventing the Neo-Feudal Sect from taking over the economy. The theater was detectable in the meta-data, whereby various actors performed as ‘hostage exchanges’ to signal ‘cooperation’ — as game theory predicts. I contend that Muldoon was played and he played along, and once his utility was expended, the Neo-Feudalists moved like synchronized swimmers to play the electorate, who can be fooled with the delusion of choice every three years. Wasn’t it curious how Muldoon was knighted to become ‘Sir Robert Muldoon’, while he was still prime minister? The knighthood signalled his power had tanked, and he was thanked as a chess piece for playing a hard game.
After all, Muldoon had made some moves to deregulate sectors of the economy.
To that end, in 1971, Muldoon had succumbed to intense lobbying from the Broadlands Dominion Group to allow foreign firms access to merchant banking. At the time there was only one merchant bank, the domestically owned New Zealand United Corporation established in 1960. Four merchant banks with foreign ties — MARAC, Chase-NBA, Broadbank and South Pacific Merchant Finance — soon emerged. The Chase-NBA New Zealand merchant bank was formed between the Rockefeller-controlled Chase Manhattan Bank of New York and the National Bank of Australia, and was headed by future Neo-Feudal Rich-Lister, Alan Gibbs. Broadbank’s first CEO was headed by future Reserve Bank, Governor Don Brash (1988-2002), and was formed in a joint venture between Broadlands Dominion Group and Wells Fargo Bank of San Francisco. Gibbs and Brash developed an offshore market in New Zealand dollars at a time when currency speculation was being pioneered to take advantage of a successful Wall Street-City of London financial-political coup in which the strings of the Rockefeller-puppet President Nixon were pulled to un-peg the U.S. Fed’s dollar cartel convertibility from a stable value of gold, as William Engdahl shows in, A Century of War: Anglo-American Oil Politics and the New World Order.
It was this offshore market in New Zealand dollars that would become the mechanism of coercion during the financial-political coup of mid-1984, when ‘currency speculators’ attacked the N.Z. dollar during the election campaign. This currency crisis would be used as a spectacle to justify the economic reforms to a naïve public.
Under Robert Muldoon’s watch as Prime Minister (1975-1984), the gaming of New Zealand advanced with large industrial development ‘loans’, liberalizing regulatory controls over the share market, and legislating voluntary union membership. Muldoon led a virtual double-life as chairman of the International Monetary Fund and the World Bank board of governors in 1979 and 1980, which placed him in a position to ‘borrow’, and symbolically signaled New Zealand was about to become the First World’s pre-eminent Shock Therapy test lab — without him necessarily knowing it.
The Neo-Colonial ‘Free Market’ Sect tried to get Muldoon to implement their plans to de-regulate and privatize the economy in 1979, but a second round of the Oil Price Shocks, triggered by the Iranian Revolution, saw Muldoon hunker down and tighten his control over the economy. In November 1979, the unscheduled Antarctic Flights recommenced, and after 13 successful tours to the southern polar region, Air New Zealand’s TE901 slammed into Mount Erebus. The flight coordinates were changed hours before take-off and no one at Air New Zealand ‘thought’ to tell the crew.
In effect, the airline had moved a mountain in front of the flight crew. It appears a metaphor was codified into the event that in effect said, move bureaucratic mountains for the transformation of this ‘banana republic’ into a globalized ‘super economy’.
Air New Zealand’s deputy chairman, Dez Dalgety, swiftly organized legal counsel to manage the crisis for the airline. One day prior to the 2nd anniversary of the Erebus Crash, Fletcher Challenge was incorporated, signalling regulatory capture had occurred. Previously, a merger between Fletcher and Dalgetys was blocked by the Securities Commission in 1980. On Ron Trotter’s watch, Dalgety’s was later bought by Fletcher Challenge and merged with a competitor, Wrightson, to form Wrightson & Dalgety stock and station agents. The ubiquitous Ron Trotter, who sat on the board of the stock and station agents, Dalgetys, became a director of Air NZ after it was sold.
Evidently, Muldoon’s loosening of economic regulation in favour of the Neo-Feudalists was not a loose enough change. In 1977, he had changed the haulage caps, which allowed trucks to replace rail for freight, from 40kms to 150 kms. This opened up road haulage for the profitable links between Auckland to Hamilton, Hamilton to Tauranga, Christchurch to Ashburton, and affected 20% of rail traffic. In 1982, Muldoon removed this stipulation entirely (effective from 1 June 1984), and he moved New Zealand rail onto a track that would lead to privatization with the creation of the NZ Railways Corporation. In effect, Muldoon had implemented changes in land transport that Roger Douglas as Labour Minister had tried to railroad through in 1974.
New Zealand Rail was sold in 1993 for a mere $328 million to the Tranz Rail consortium comprised of Wisconsin Central Transport, Berkshire Partners, Fay Richwhite and founder of the Huka Lodge, Alex van Heeren. At the time of sale, it was debt-free because the government had injected $1.3 billion tax dollars into its balance sheet. NZ Railways indebtedness of $1.2 billion by 1989 was used as propaganda to say the state corporation was inefficient under government management. What was omitted was the fact that Booz Allen Hamilton’s report in 1983 advised the Muldoon Ministry to invest in the rail network and restructure under a corporatized business model amid a ‘deregulation’ of the transport industry. Some of its inefficiencies were in-built capacities of engineering, labour training, and absorption of workers during economic slumps. In this way, the Railways Department was asset-stripped and New Zealand lost a whole generation of engineers, workshops and industrial capacity, while cronies and opportunists could buy up the auctioned-off assets, as ‘new growth’.
But, the asset strippers wanted their hands on the whole economy, like sex addicts who aren’t content with the eye candy at a strippers bar. And, so Muldoon was scapegoated, I contend, as the obstacle who ‘refused’ to move bureaucratic mountains.
The official theatrical narrative comes apart and drops to the ‘stage floor’ as easily as untying the bathrobe of an adultrously married woman, when one considers that the economic attacks on business sectors — urban, provincial and rural — could not have occurred with a National Party in power; Muldoon governed the business party.
In public, the seductress conveys an affectation of a loyal spouse, much like the man.
And the media could be relied upon to behave like the ever-present force of gravity to assist, since they are like reef fish eager to frenzy feed on the easy morsels — as Muldoon once quipped. Particularly, if the lucre acts like a biting pull on a bathrobe belt, for gravity to do the rest. (Numerous journalists moved to lucrative PR jobs elsewhere on the Monopoly board). Especially, if you have prepped the media with a charm offensive in the form a Chicago School economics professor, Milton Friedman, who can espouse the gospels of prosperity that come with his field-tested reforms. (He was invited to New Zealand by Donald Brash, the future Reserve Bank Governor).
Although these field tests had occurred in countries such as: Brazil in 1963, Indonesia in 1965, Chile and Uruguay in 1973 and Argentina 1976 using U.S.-backed military violence to destroy the Developmentalist Movement — the brutal CIA-backed assassinations, coup d’états and military juntas were ‘nothing to do’ with Friedman. He claimed his advise was of an economic nature, not ‘political’. Friedman’s rhetorical conceit was that any oligarchic regime cannot survive for long if the mass populace develops its own economic independence. Moreover, oligarchy’s thrive in crises.
The Developmentalist Movement sought Western technology to develop as a fair economic trade for the resources that Western monopolistic corporations were continuing to plunder, after Europe and Japan were rebuilt following World War II.
As Naomi Klein showed in her 2007 book, The Shock Doctrine, Friedman’s mantra of ‘speed, suddenness and scope’ became like a prescription for the ‘shock doctors’ to inflict economic warfare, which they euphemised as ‘market reforms’. The Chicago School of Economics was based at Columbia University, which was bankrolled by the Rockefeller Brothers, one of America’s ‘Robber Barron’ dynastic families.
One ‘catch’ hooked prior the political-bureaucratic-financial coup of mid-1984, was Suzanne Snively who accompanied Roger Douglas to a ‘paté shop’, where he asked her who he could recruit to help him develop his ideas to ‘reform’ the economy. (This likely occurred in 1982). Snively was recruited by Paul Baines, a partner of Jarden & Co, as an economist in their research unit led by Brian Gaynor. One of its companies, Jarden Morgan, offered N.Z. companies tax avoidance schemes in British tax havens of Jersey and Guernsey, according to Paul Harris and Linda Twiname in First Knights: An Investigation of the New Zealand Business Roundtable. (Baines would go on to become director of Credit Suisse First Boston NZ Limited, which was established in June 1990 and advised the New Zealand and Australian governments on privatization, state enterprise restructuring and a variety of private sector mergers and acquisitions and capital markets transactions, before it was spun off as First NZ Capital Ltd in 1995).
Then, once the economic blitzkrieg was underway, in November 1985, Douglas appointed Snively — who was an economics modeller — to the Reserve Bank board.
Intriguingly, Snively mentions the paté shop anecdote in Fortress New Zealand, part 1 of a 1996 four part series entitled, Revolution, that aired on TVNZ. It turns out, Snively is married to Sir Ian Fraser, who was a TVNZ current affairs host at the time of this silent coup. They met in 1972, married and bred. Fraser narrated the Revolution series.
Prior to the 1984 selection— er, I mean ‘election’, Muldoon refused to be interviewed by Fraser, due to his track record for disarming his subjects. However, after the ’84 ‘election’, Fraser was lured away from television to work for a public relations company called Consultus, which was established in December 1979, and was located on The Terrace, at Marac House; a finance company that was absorbed into the Fletcher Challenge Corporation — the cartel that would’ve made Jabba Hutt salivate.
Fraser was initially hired as an account director. He worked on the introduction of Lotto, promoting GST and the 1984 Economic Summit. Fraser’s ‘account’ post was potent, since lotteries are a key mechanism for states to regulate hope, while a Goods and Services Tax is the Neo-Feudal Sect’s tithe on the poor because they spend all their income to survive. And the Economic Summit was a rubber-stamping consulting exercise, in keeping with the remit of the PR company that promoted it: Consultus.
Thus, the former TVNZ journalistic gun was lured away from current affairs to help the new-born corporate-state regulate hope, while helping to add a 10 percent (now 15%) universal transactions tax, and while gas-lighting the nation with a faux-debate to make it seem like the political-bureaucratic-financial coup had a popular mandate.
Then, a dozen years later, as Sir Ian Fraser, he narrated a ‘balanced’ documentary, in which he failed to disclose Snively was his wife, and that she became a director of the Reserve Bank at the appointment of one of the culprits in the economic ‘revolution’. And, therefore, it is only with these hidden connections does it become apparent why neither Snively nor Fraser blew the whistle with the Reserve Bank’s currency trading floor data to show ‘the how’ and ‘why’ of who caused the currency crisis of mid-1984.
Ergo, the gambit, it would appear, was that Fraser could be lured away from journalism to become a weapon for the economic blitzkrieg. And once he was safely ensconced in the fairy tale of world of public relations, his economist wife could be co-opted at the Reserve Bank. Ditto, Snively could be flattered, or charmed, into thinking she could change things from within, knowing once she had been pulled in by the gravity of the ‘Death Star’ and had lingered too long, she — like her husband — would become establishment rooks playing for the crooks, as if moved by a chess master.
Ironically, when Roger Douglas became a household name in mid-1984, he gas-lighted the nation that New Zealand had lived beyond its means, with state debt at $12 billion.
Expediently, finance ministers play on the public’s economic illiteracy and avoid disclosure about the fact that since 1861, New Zealand has been saddled with a debt enslavement economy. In 1861, the Bank of New Zealand was established by royal charter and legislation, to organize finance for the escalation of the faltering New Zealand Masonic Revolutionary War (1860 to 1872). Freemason Bro. George Grey was recalled to the colony to play the role of consolidator; he was trained at Sandhurst.
As I showed in my “Discretionary Idleness” article, the banking cartel will inflict a trigger event as a cover for a reset that usually involves an economic warfare component. Causing economic vulnerability results in a corresponding collapse in all other rights. Amid such engineered conditions, the banking fraternity can increase the ‘interest rates’ to cause business failures, make households vulnerable, and coerce governments to implement desired totalitarian policies. Ergo, resets are ransom notes.
Therefore, it would be easier to inflict the economic ‘shock therapies’ with a left-wing political party in power for three reasons. Firstly, left-leaning liberal voters tend to focus on identity politics, which they understand better, while they generally lack economic literacy. Secondly, relatively few liberal lefties own substantial business interests. Thirdly, relatively more right-wing constituents are either business owners, or are workers who hate public expenditure that supports a welfare system. The attack on the welfare system occurred once Labour was out of power, on Bolger’s watch.
Poignantly, Milton Friedman later extolled Don Brash for his role as Governor of the Reserve Bank, who lead a central banking experiment to control inflation. By setting an inflation target at around 0% to 2% (or 0% to 3%), the level of inflation eventually come down. This feat was managed by keeping the central bank wholesale credit rate relatively high, which produced a commensurately high threshold for commercial and retail loans for businesses and mortgages, since the banking cartel’s interests rates were a ‘mark-up’ of the cost of the wholesale credit rate charged by the Reserve Bank.
By maintaining relatively high interest rates, the bankers can restrict economic activity, and thereby maintain a steady level of unemployment (at around 6%), to create a visible poverty that would weaken wage and salary workers’ bargaining power. Since labour is large component of business costs, curbing pay increases is an effective way to bring down inflation and maintain price rises within the target band. For his part, Brash later bragged he would conduct what he dubbed ‘open mouth operations’ at press conferences,* to communicate codified cues to the banking cartel about the central bank’s adjustments to the level of wholesale credit interest charge, called the ‘offical cash rate’ (OCR). Rises in the official cash rate cued the banking sector to issue less loans, which reduced economic activity and brought down inflation. Therefore, on Don Brash’s watch as the Reserve Bank Governor for 13 years and 33 weeks, he oversaw the inflation targetting regime; a scheme to suppress wages and salaries to deliver big businesses big profits. To be more precise, Brash — who was born into a Presbysterian family — was in office as Governor of the Reserve Bank for 13 years, 33 weeks and six days. On the seventh day he rested, after performing ‘God’s work’.
*Open mouth operations were a reference to the U.S. Federal Reserve Bank’s Open Market Operations, at which the Fed would open the ‘discount window’ to issue new Fed credit at the ‘discount rate’ of interest (or bond yields) to the primary dealer banks.
For his part, Sir Ronald Trotter played an instrumental role in the Neo-Feudal corporate raiding takeover of the New Zealand economy during the mid-1980s to mid-1990s — when the Realm got mangled. Trotter was not only the inaugural Chairman of the Neo-Feudal think-tank, the New Zealand Business Round-Table (1985–1990). He was also Chairman of State-Owned Enterprises Steering Committee (1987-1988), which oversaw the preparation of state-owned commercial trading entities and infrastructure, for sale. He was Chairman of Fletcher Challenge (1981-1990), which for a time was a literal cartel in its own right. In its mass buy-up of NZ companies, Fletcher Challenge served as a conduit to transfer ownership to foreign interests.
Fletcher Challenge was incorporated on 27th November 1981 on the eve of the second anniversary of ‘the Mount Erebus Disaster’, when the son of Fletcher dynasty founder Sir James Fletcher I (1886-1974) — James (Jim) Fletcher II (1914-2009) — merged Fletcher Holdings and Tasman Pulp & Paper Co with Ronald Ramsay Trotter’s stock and station agents firm, Challenge Corporation, to form New Zealand’s biggest corporate conglomerate — for a brief time, rivalling the other ‘Ronnie’, Brierley’s.
The agglomeration of firms such as Fletcher Construction, Fletcher Industries, Tasman Pulp and Paper, Pacific Steel and products such as Asbestos, Formica, Winstone particle board and Marac consumer finance — together resembled a Japanese zaibatsu, or a conglomerate controlled by one or two families.
The Fletcher Challenge Corporation was comprised of more than 250 companies, ranging from resource extraction, engineering, construction, manufacturing, distribution, wholesale and retail, across industries such as energy, steel, forestry, farming, building, as well as rural sector real estate, finance and trade in livestock. In short, Fletcher Challenge was a cartel in its own right, and Ron Trotter was sheriff. Fletcher Challenge regularly ranked around 200 in the list of the world’s biggest corporations, according to Selwyn Parker’s biography of James (JC) Fletcher II.
New Zealand became an exemplar test-case for a new global trend: a merger wave.
Yet, this silent revolution occurred with an odd enthusiasm for ‘deregulation’, and without a shot being fired, after an airliner crash that apparently resulted from the pilots flying in a mountainous area with poor horizon definition and low visibility.
The game involved emotionally hijacking the population with promises that heavenly prosperity can be achieved with earthly deregulation, without telling them you intend to mangle the economy and leave the wreckage of abandoned machine factories, engineering workshops and industrial plants as talismans; lest all hell breaks loose.
Amid this mangling of the economy, Air New Zealand was sold off ‘for a song’. But, not until nearly ten years after the crash of Flight 901, ahead of the 10th anniversary, after Civil Aviation was corporatised in March 1986 along with State Coal Mines, the Post Office and the Electricity Division under the supervision of Ron Trotter, who chaired the State-Owned Enterprises Steering Committee (1987-1988), which oversaw the preparation of state-owned commercial trading entities and infrastructure for sale.
According to the government-sponsored website, New Zealand History, the TE901 flight number came about when Air New Zealand requested to use the DSIR’s very first catalogued ‘Landsat’ satellite image taken over Antarctica. The DSIR’s newly formed Remote Sensing section in the Physics and Engineering Laboratory (PEL) had designated the Antarctic images with the series number PEL900. Air New Zealand wanted to use the very first image for their brochure; they named the flight TE 901.
The TE prefix was Air New Zealand’s international flight code, which reflected Air New Zealand’s origins as Tasman Empire Airways Limited (TEAL), which was formed in wartime to transport mail, passengers, and cargo across the Tasman Sea between Australia and New Zealand, with a Treaty signed between the U.K., Australia, and N.Z. on 10 April 1940. On April 1 1965, the Air New Zealand brand was ‘born’ following the New Zealand Government’s purchase of the Australian Government’s shares. The TE designation for international flights remained until Air New Zealand was sold in 1989, a fact which adds to the subtext in the ‘Erebus Disaster’ narrative.
Thunking evil without being evil, the subtext appeared to codify the hidden objective of an apparent takedown of Flight 901, which seems to have been an ‘instruction’ to merge the New Zealand economy with Australia, via cross-ownership of corporations, and teether them to the ‘trilateral world’ of North America, Europe and Japan.
➼ The Erebus Connection: Moving a Mountain
The crash of Air New Zealand Flight TE-901 into the Mount Erebus, Antarctica, on November 28 1979, was ranked at the time as the world’s fourth deadliest civilian airliner accident. Three of these crashes involved McConnell Douglas DC-10s.
The Air NZ-owned McConnell Douglas DC-10 slammed into the lower slopes of the ‘13,000’ ft volcano, below Fang Ridge at a speed of about 500 miles per hour. All 257 mortals aboard the ‘trip of a lifetime’ tourist flight perished as the shock-waves, ice and rock shredded the DC-10, and as the fire balls from the exploding jet-fuel seared flesh, fabrics and furnishings and if any remained alive, they quickly froze like discarded mannequins bent, broken, and burnt after a department store inferno.
A report by the Chief Inspector of Air Accidents, Ron Chippendale, had been conducted loosely in accordance with Annex 13 of the International Civil Aviation Organisation’s Manual of Aircraft Accident Investigation. Annex 13 provided a mechanism for industry — pilots, aircraft manufacturers and regulatory agencies — to learn from their mistakes, rather than apportioning blame. Yet, this approach failed to conceive the possibility that a crash could be made to appear as an accident.
Ron Chippendale ascribed the probable cause of the crash as:
“the captain’s decision to continue to fly at low altitude in an area with poor surface and horizon definition when the crew was not certain of their position and the subsequent inability to detect the rising terrain which intercepted the aircraft’s flight path.”
At the Royal Commission, Mahon pointed out to Chippendale that his attribution of probable cause was actually the proximate cause, or the last mistake in a series of errors at the airline that lead to the aircraft colliding with a snowy white mountain.
Moreover, Chippendale downplayed the lax oversight by his employer, Civil Aviation.
Royal Commissioner, Justice Peter Mahon, tried to get to the bottom of how exactly Air New Zealand’s navigation section, in essence, moved a mountain in front of the McConnell Douglas DC-10, in the wee hours of the morning before the fatal flight, and yet, failed to tell the air-crew that the flight coordinates had been changed.
Furthermore, when the flight plan was sent to the MacCenter Flight Tower at the U.S. Navy’s McMurdo Station after Flight TE-901 had taken off, it contained the place name “McMurdo” instead of the changed coordinate, 166 degrees 58 minutes East.
Mahon explains in “Mistake No. 11” how this error was said to have occurred:
“A Navigation Section witness said that when he wrote in the new co-ordinates changing the destination waypoint (as was mistakenly thought) from the NDB to the TACAN,* he inserted the new waypoints in the correct columns of the worksheet which would be used to programme the computer and he then wrote in the figure ‘5’ which would tell the computer that a change in coordinates was being made. In order to bring about this result, the figure ‘5’ had to be written in column 55 of the worksheet. But by mistake, the witness wrote the figure ‘5’ into column 65. This had the accidental result of causing the computer, once the figure ‘5’ was inserted in this manner, to obliterate the TACAN coordinates which had also been inserted, and to replace them with the word ‘McMurdo’. A photocopy of this erroneous worksheet was produced in evidence. The occurrence of the error was almost impossible to understand having regard to the close familiarity of this witness and others with every detail on this printed worksheet. In addition, counsel who cross-examined this witness pointed to a scarcely decipherable note on it which appeared to suggest that the worksheet did not in fact relate to this particular flight track alteration. In other words, the validity of this exhibit came under suspicion.” — Peter Mahon, Verdict on Erebus, p. 139.
* TACAN (Tactical Air Navigation Aid): a military navigation device of limited use to civilian aircraft; NDB (Non-Directional Beacon) with which a pilot can plot direction; a waypoint in aviation is a predefined geographical position that is a reference point for navigation, often used in planning and executing flight paths by coordinates.
Nowhere in aviation would a place name ‘fly’ in place of coordinates. If the MacCenter had seen the altered coordinates (which should have read: 164 degrees 48 minutes), the flight tower would have raised the alarm, since the difference was 27 nautical miles. After all, it was the flight controller at MacCenter who authorized the DC-10 to descend to 1500ft. Thus, it appears to me to be a deliberate decision to obscure the changed flight plan, to maintain the high probability that the DC-10 would slam into the side of Mt Erebus. A mountain was moved. The crew didn’t know.
The expression, “shift a mountain”, was spoken by an Air New Zealand pilot, Captain Gordon Vette, who made this remark ahead of a docu-drama, Erebus: The Aftermath, broadcast on Television NZ (“Litany of Lies” NZ Listener, October 17-23, 1987). Mr Vette said none of the issues into the lack of the disclosure about the hazards of white-out, as well as the failure to supply the aircrew with training flights to the region, and nor the flight coordinate’s change in the dead of night — were ever answered by the airline or by any state officials. Captain Vette found over five hundred omissions, errors and in-actions had occurred while researching his 1983 book, Impact Erebus, and as Peter Mahon pointed out in his own subsequent book, Verdict on Erebus.
Yet, the curious thing about the cover-up is that it embroiled Air New Zealand, Civil Aviation Division, the Ministry of Transport, the Muldoon Cabinet, the New Zealand Police, the Crown Law Office, Court of Appeal, Lloyds Insurance, and even the U.S. Navy; a remarkable feat to hide what appeared to be structural negligence so woeful that it stretched credulity out to its theoretical limits, and beyond. Ergo, Mr Vette complained that no official answered why exactly there was a catastrophic failure of regulatory oversight in aviation safety for flights to the south polar region.
When this cover-up was exposed by Justice Peter Mahon’s Royal Commission report, the ensuing police investigation was shut-down amid a closing of ranks. The fourth estate media failed to fully nail Police Detective Superintendent Brian Wilkinson, who later told his very old friend Peter Mahon, that he was ordered to make the probe disappear, according to retired Auckland University law lecturer, Stuart MacFarlane, whose book The Erebus Papers was published in 1991. Upon learning of the changed flight coordinates, Air NZ CEO Morrie Davis, ordered documents be shredded.
Coincidentally, a Disaster Victim Identification Squad (DVI) had a training exercise a few weeks prior to the Erebus disaster, and had a ‘revision day’ at Police National Headquarters, Wellington, on the day of the crash. Exercises ‘taken live’ are a key sign of a black operation, as Webster Tarpley’s 9/11 Synthetic Terror made abundantly clear.
Although police were trained for body recovery and indentification — this prep did not include chain of custody procedures for evidence found on location. Ironically, the Air New Zealand captains were not afforded training days in the Antarctic region.
Coincidentally, one definition of the noun ‘revision’ means a study of one’s work to prepare for a test. Ergo, the trained personnel were ‘locatable’. Naïvely, Sgt Greg Gilpin used this noun to describe the training day that occurred the day of the disaster.
The suspicious aftermath events included: the disappearance of Captain Jim Collins’ notes in a black ring-binder recovered at the crash site (he was known to hand-write his flight coordinates); a break-in at the Collins’ house; a diary removed from the co-pilot’s house and the shredding of documents at Air New Zealand. Therefore, while Police DVI diligently, but naïvely, gathered the bodies, body parts and belongings off the 13° slope below Fang Ridge of the volcanic mountain — reported at the time to have been 13,000 feet high and named after a British bomb-ship, that collided with its companion ship, HMS Terror on 13 March 1842 — damage control had set in at Air NZ.
The original flight track in 1977 had directed the aircraft to fly over the mountainous area to the east of the Erebus summit for a flyover of the radio non-directional beacon (NDB) at 166.41° which was located between McMurdo Station and Scott Base.
In 1978, after Air New Zealand acquired a ground computer system, the flight track was changed, to fly over McMurdo Sound. This is when the 2.10° ‘error’ occurred.
Air New Zealand’s error-prone Chief Navigator, Brian Hewitt, thought he was to enter the coordinates for the Williams Field Waypoint (‘Ice Runway’) at 166.48°, instead of the NDB radio beacon, only a difference of 7 minutes longitude. But, Hewitt claimed, he hit the wrong key, and he entered 164.48° instead of 166.48°. This ‘flight track error’ of 2.1° sent the 901 route to a ‘waypoint’ at West Dailey Island, a difference of 27 nautical miles. Complicating matters, on November 8 1979, the NDB radio beacon had been withdrawn from service, leaving only the ground navigation beacon or the TACAN (Tactical Air Navigation Aid) located at 166.58°. The routing difference of 27 nautical miles was ‘thought’ to be only 2.1 nautical miles, according to Flight Line Manager, Captain Ross Johnson, who was the flight briefing officer on November 9 and who claimed the 901 pilots were told they would be flying over Mount Erebus.
Thus, with the 901 flight track altered in the dead of night to head for Mount Erebus at low altitude, the US Navy Air Traffic Control Tower at McMurdo Station would lose VHF radio communications with the doomed DC-10 from 40 miles out. That is, produce radio silence, both literally and metaphorically. While there was HF radio, this was intermittent. After its spiral descent, the DC-10 was speeding toward icy rock.
Ironically, Captain Johnson had flown over Erebus, headed to the NDB beacon, and flew at 3000 ft over McMurdo Sound, when he captained a flight in November 1977.
After the crash, the airline insisted the minimum safe altitude (MSA) over Erebus was 16,000 ft and once past the mountain, the MSA would be 6000 ft once authorized by the air traffic control at McMurdo Station. But for 14 months, the flight track had taken the 901 planes down over McMurdo Sound, with Erebus on the portside.
So, the process of the change in flight path back to the waypoint at the Williams Field Runway, a U.S. Air Base also known as the ‘Ice Aerodrome’, occurred over the course of a fortnight prior to taking off. Evidently, this wasn’t due to the withdrawal of the NDB radio beacon. But, this change in distance only appeared inconsequential, if the Navigation Section at Air New Zealand believed the course longitudinal alteration was a matter of two nautical miles, rather than was a matter of 27 nautical miles. And, oddly, although this change again to the McMurdo TACAN occurred at 1:40 am on the morning of November 28 1979 — about six hours before take-off the McDonnell Douglas DC-10 registered ZK-NZP — no one at Flight Operations, or Navigation Section or at the Flight Despatch Office within Air New Zealand elected to inform the flight crew about an un-movable object. Was an overcast forecast the deciding factor?
This is where the unfathomable mistakes, mix-ups and mystifications at the airline that later sounded so incredible, when a proper probe into what occurred eventuated, that the “orchestrated litany of lies” to cover it all up — became truly symphonic.
Mahon suspected that Captain Johnson may have already decided to change the flight track because in his role as Flight Operations Line Manager he had written to the Director of Civil Aviation in October 1979. Johnson said he expected the next edition of the Ross Sea chart, NZ RNC4, would include a print of the TE 901 flight path.
At the Royal Commission, Johnson’s narrative would have it that he was telephoned by Captain Lesley Simpson, who asked him to get the airline’s Navigation Section to look at the position of the McMurdo waypoint on the computerised flight plan.
Johnson claimed Simpson said the McMurdo waypoint would be better positioned at the TACAN. In other words, Johnson was claiming Simpson suggested the waypoint be changed such that the flight would head over Mount Erebus. Simpson is the glitch.
Simpson, who attended the same briefing as Captain Collins, denied he had suggested a change, stating he had suggested the pilots needed to be informed of the discrepancy. Ergo, Simpson was one of the pilots still alive to challenge the narrative about the content of the November 9 flight briefing, and the flight simulation session.
Captain Lesley Simpson had flown his allotted 901 flight on 14 November 1979, or 14 days before the doomed flight. He rang Captain Johnson after his return from Antarctica to point out that he had been surprised that the waypoint for McMurdo Sound had been further away from McMurdo Station that he had expected. When Simpson approached the West Dailey Island waypoint, he realised he only needed to head to his left (or portside) to the east, and McMurdo Station was then ahead, albeit 27 nautical miles. Captain Simpson — who had attended the same flight briefing as Captain Collins and Captain Greg Cassin — told the Royal Commission he gained the impression from Captain Johnson’s presentation on November 9, or nineteen days before the doomed 14th flight, that the flight track would lead the aircraft into McMurdo Sound to the west of Ross Island, with Mount Erebus well out to his left.
Evidently, Johnson told Laurence Lawton, the Superintendent of Navigation Section that “something is wrong with the McMurdo position” — according to Lawton.
So, Lawton retrieved from the computer the original flight plan used by Captain Ian Gemmel, which had the McMurdo waypoint at 77.53 latitude south and 166.48 longitude east, the original longitude coordinates. This was not the flight plan the crews had been flying with since November 1978. Lawton admitted under cross examination that he could have retrieved from the computer the flight plan that Captain Simpson had followed to get his DC-10 to Antarctica and back, ‘safely’.
Consulting the ‘latest’ American information, Lawton and Hewitt discovered the TACAN was located at the longitudinal coordinate of 166°58’E. Since they were looking at the old flight plan, they claimed, they ‘believed’ the current flight plan was out by 10 minutes; the deviation between 48 and 58 minutes, or 2.1 nautical miles.
Ergo, the ‘McMurdo’ waypoint became 166°58’E, whereas Captain Jim Collins and Captain Les Simpson had been briefed for 164°48’E or 2.1 degrees west of the TACAN.
When it is remembered that the farthest southern position that the Ross Expedition travelled to was 77°37’ S; 166°58’ E, as Heritage Expeditions records, while the Expedition led by Captain Robert Falcon Scott, who established Scott Base, now rebuilt at 77°50’57”S 166°46’06”E — then snoop-readers can see how the coincidence clusters collided with coiling circumstances, as if a command capture occurred inside Air New Zealand, in crooked competence with Civil Aviation. And in the aftermath, a cacophony of cornered chess-pieces were cast into a criminal crony cover-up.
In effect, the good people of New Zealand were asked to believe that a flight track discrepancy sat unnoticed in the Navigation Section’s ground computer — for 14 months. But, it was only changed after it was noticed by a captain who had flown his allotted 901 flight on November 14 1979, or 14 days before the doomed flight.
Yet, curiously this ‘flight track error’ was not ‘corrected’ before the airline’s 13th Antarctic Flight. Instead, it would be the 14th 901 flight that would belly flop on the 13° slope below Fang Ridge of the volcanic mountain, that was reported at the time to have been 13,000 feet high and named after a British bomb-ship, that had collided with its companion ship, HMS Terror on 13 March 1842 in a storm. The crash was the world’s fourth-worst civilian air disaster. Why was the ‘mountain moved’?
Who was the sinister force that wanted the souls to be stolen away into the maw of a monster on Fang Ridge on a mountain named after the Greek myth of Erebus, to denote the caverns on the way to Hades, or Hell: the DVD of Dachau, Germany?
Therefore, it appears the over 500 errors, inactions and omissions that led to the Erebus Crash amounted to metaphor-laden air terrorism rather than an ‘accident’.
The apparent weaponized metaphor of ‘moving mountains’ appeared to work through fear as an encoded threat to the Establishment’s insiders, that if they did not get ‘on board’ with the planned corporate heist of the economy, they could be booked in for a swift spectacular end with a mountain moved in front of a witless flight crew. Or, by other kinetic mechanisms, since it seems a sinister force had confidently wielded its techno-witchcraft-and-wizardry, while the vitriol was vectorized within the vacuum of an over-arching air accident narrative. Because, Erebus was ‘too stupid to be stupid’.
Therefore, in this tentative sketch, I am tracing the creepy trail of spooky minds who I believe plot machinations with an eye on the past and a dark vision of the future.
➼ Sinister Vision Work: Are You Thinking What I’m Thinking Pinky?
Suppose you wanted to influence an environment that is an entire nation and transform it into a ‘Switzerland of the South Pacific’, to draw into your Empire.
That is your strategy.
Your plan then is to construct a blueprint to bring the country under your control so that you can — by policies, projects and plots — come to own its resources, businesses, and eventually its administration. The country has state-owned commercial trading entities, infrastructure and services, as well as thousands of annoyingly small and medium-sized family owned businesses — that you covert.
And the country has a Western-developed economy, a small English-speaking naïve population and its far-flung isles are moated with seas, which makes it ideal as a test lab for new technologies, social engineering and political strategies. It’s geographical isolation means it has an expandable maritime jurisdiction with exploitable oil, gas and mineral resources under the sea-bed. But, the nation has an entrenched welfare state bureaucracy forged by the Great Depression and World War II, a political leader who will block the planned corporate heist, and assets owned by ruling class families who you know will be reluctant to get on board with allowing foreign ownership.
In other words, you are insisting that those who rule the nation should move mountains for you, so that your ‘Switzerland of the South Pacific’ vision will be developed at scale, with secrecy for sudden implementation. You resort to codify an exquisitely evil plot with metaphors, history riffs and jokes that will transform a jet — from the target nation’s flagship airline — into a flaming trojan horse for a spectacular coup d’état.
But, your strategy is not merely to influence New Zealand to transform it from a ‘Banana Republic’ into a ‘Switzerland of the South Pacific’. Your strategy is also to influence the nations of the Western Civilization, and by such magnitiude, transform the world with ‘market economies’. This way, a neo-feudalist capitalism may act as a track-laying vehicle for a technofeudalist totalitarian system of technocracy to displace democracy, in order to fix perfectly permanent mechanisms of social control.
Because of the enormous obstacles in persuading this snotty little nation to move mountains — and without everyone knowing it is you — you hatch this plan to out-source a catalytic ‘deep event’ to reset the trajectory of the South Pacific archipelago.
The plan involves moving a mountain in front of a pilot who will unwittingly fly one of the nation’s flagship DC-10’s, bought by the state-owned Air New Zealand, whose navigation section will fail to tell the air-crew that they have changed the flight coordinates at 1:40am, about seven hours before the fatal flight’s take-off.
This air terrorism plot would mean penetrating the state bureaucracy, including Civil Aviation, the Police, as well as Air New Zealand, and perhaps the US Navy, who controlled McMurdo Station, and maybe a wink to N.Z.’s Intelligence Council.
You turn to the one country — whose military developed a specialist air terrorism division in the aftermath of World War II — because it was prevented from possessing the new weapon of terror: nuclear bombs. You have this intelligence agency penetrate the target state’s bureaucracy to retard the governance of special ‘Antarctic Flights’.
And, to achieve your aims of transforming New Zealand into a ‘super economy’ and as a way to achieve a coup d’état of the South Pacific archipelago, as well as threaten those attuned to reading the runes across the Western Alliance — you will ensure that the flights are filled with civilians across the social strata. So, you have the Antarctic Flights marketed as ‘one class’ to convey the idea that the commercial civilian sight-seeing trips will erase privilege. In keeping with the metaphor-laden plot, this class is called ‘super economy’ reflecting your psychotic humour. Likewise, the marketing brochure promises passengers will receive a comprehensive Antarctic map, and that all flights are subject to New Zealand Government approval. And, illustrations of penguins signal the idea that the aircraft will fly low enough to see wild details.
Because the country is an easy target for penetration, you anticipate any hitches can be handled with bribery, blackmail, and bullshit. But, you didn’t expect a Peter Mahon.
➼ Banana Republic Flight to Hell that Referenced Captain Cook?
During the Royal Commission inquiry into the ‘Mount Erebus Disaster’, led by Peter Mahon, Air New Zealand’s Chief Pilot Captain Ian Harding Gemmell insisted the ‘accident’ wouldn’t have happened if Captain Jim Collins had been flying at 16,000 ft.
Gemmell, who captained the first flight over Erebus on February 15 1977, had established this flight altitude after his boss, Captain Doug Keesing, had made flight altitude arrangements with Civil Aviation. Keesing resigned in April 1979 after being given little to do for more than a year, as Paul Holmes recounted in Daughters of Erebus.
After the crash, Gemmell was a key player in the damage control that set like cement.
Gemmell secured special permission to go to Mount Erebus with the Chief Inspector of Air Accidents, Ron Chippendale — meaning Air New Zealand’s chief pilot had access to a crime scene. Gemmell guardedly admitted to the Royal Commission that he may have received the ring-binder, along with other items found at the crash site.
Recall that on the day of the crash — a Disaster Victim Identification Squad (DVI) that was formed months prior to the ‘Erebus Disaster’ — had a ‘revision day’ at Police National Headquarters, Wellington? The DVI Squad worked according to plan, as Peter Mahon wrote, under a command structure on the watch of Inspector Bob Mitchell, who changed his story twice about pages missing from the black ring-binder diary belonging to Captain Jim Collins, found at the crash site by Constable Stewart Leighton. Sergeant Greg Gilpin bagged and labelled the diary before sending off the evidence by chopper to McMurdo on Thursday 6 December. However, there was no chain of custody, meaning no exhibit forms had been filled out because Gilpin said that was not their DVI role. They were there for body recovery and identification.
In Erebus: Operation Overdue, Sergeant Greg Gilpin stated NZ Civil Aviation Authority’s Chief Inspector of Air Accidents, Ron Chippendale, had instructed them to seal any property in plastic bags and inventory them. The very next day, December 7 1979, Captain Gemmell was back at Air New Zealand House. Incredibly, the Civil Aviation Division had allowed Gemmel to canvas the crash scene at Mt Erebus, and to have access to the exhibits collected at McMurdo, despite Air New Zealand’s Chief Pilot having an obvious vested interest in limiting damage to the airline.
In other words, the Police Disaster Victim Identification Squad (DVI) — who had exercised for an emergency such as an earthquake or industrial plant explosion — was not trained for securing a crime scene. In effect, the police submitted to the very regulator — that had potential culpability for the crash — on the assumption the tragedy was an ‘accident’. It is strange the SIS and SAS did not suspect air terrorism, nor anyone within the revamped Intelligence Council, and nor anyone from the three newly formed Anti-Terrorism Squads; nor from the Aviation Security Service.
The Police Commissioner Bob Walton, it seems, never thought to secure Air New Zealand House, either. His tenure was a tumultuous time to be Police Commissioner, since it was on his watch that the Bastion Point Occupation was terminated, and also during his commission that the 1981 Springbok Tour became a proxy war for domestic race relations, and also on his watch that the Royal Commission of Inquiry into the Crewe Murders found the police planted evidence to frame Arthur Allan Thomas.
Thus, with such a compromised Police Commissioner, was it any wonder that Police Detective Superintendent Brian Wilkinson was ordered to close the case file into the Erebus Disaster without any prosecutions? And, was it any wonder that the commissioning of a Chief Inspector of Air Accidents by the Civil Aviation Authority, to investigate the crash, would not only absolve the airline and its wayward regulator?
And, that the very presence of an air accidents chief inspector would preclude the possibility that the causal category of the ‘disaster’ might be air terrorism via industrial sabotage? Especially, since such investigations occurred under Annex 13, which precluded the possibility of air terrorism as an impossible cause and instead takes a non-adversarial approach that assumes the absence of any power crimes.
For his part as Commissioner, Justice Mahon appears to have made two critical errors in his probe. He seems to have eliminated air terrorism as a causal possibility due to an abundance of cultural naïvety. Such naïvety can thrive amid widespread societal submission to the classified compartmentalized culture exercised by all national security states amid their rise during the current ongoing Third Hundred Years’ War, which began around 1900 over heated rivalries to control the world’s new prize: oil.
If this is the case, Judge Mahon, I contend, compounded his first mistake by drawing his conclusions that the Erebus Crash was an ‘accident’ as a consequence of a series of “administrative blunders”, without eliminating this particular broad causal class of conspiracy inflicted to achieve far-reaching objectives by malicious design. However, Mahon may have left the door that lead to the terrorism corridor — ajar. For he did conclude at the end of his report that a deliberate concealment of the changed flight coordinates had occurred, since he found the excuses of Air New Zealand’s Chief Navigator, Brian Hewitt, to lack credibility; 901’s demise gets curiouser and curiouser.
Ironically, an official from Air New Zealand had read a statement to the press about disappearance of Flight TE-901, saying “we need to accept the aircraft is overdue”.
The searches for the overdue aircraft took off from the ‘Pegasus’ Ice Runway, the southern most of the runways at the Williams Field Air Base, which was ironic since the original destination waypoint for the first Air New Zealand Antarctic Flights was the U.S. Navy’s Williams Field Runway. The Pegasus references is a mythical winged divine horse from Greek mythology that celestial cartographers portray as half of a horse, rising out of the ocean. The Greek God, Zeus, is said to have transformed Pegasus into the constellation visible in the northern and southern sky, with the brightest star being an orange super-giant, Epsilon Pegasi. Cue Scooby Doo theme.
After 13 successful Antarctic Flights, the overdue aircraft was found as wreckage strewn over 800 meters, appearing as a black smudge, at 1am on November 29.
If the Erebus Disaster was planned to be a coup d’état with a DC-10 cast as a deux ex machina plot device to resolve an impossible impassé between competing factions, who either liked N.Z. the way it was, or those who viewed it as a banana republic — then what more effective way than to package Antarctic Flights as a Trojan Horse mechanism? Especially, if you can re-set the archipelago as a ‘live’ propaganda set to to amplify your tests, threats, promises and cautions to those attuned to such signals.
Therefore, it appears the over 500 errors, inactions and omissions that led to the Erebus Crash amounted to metaphor-laden air terrorism, rather than an ‘accident’.
The controversy over whether or not Captain Jim Collins should have plotted the course on a map when he was given the flight plan from Flight Despatch on the morning of November 28 1979, occurred within two bifurcated bubbles — like audio tapes looping around on spools over two separate sound desks in a sound-proof suite capable of preventing the noise of an overflying jet-liner from penetrating the walls.
And, while the two tapes played recordings of two opposing camps talking past each other, the sound engineer spliced samples of the argument to skillfully construct a narrative that best reflected the viewpoints, the logical fallacies, and the cover-up.
But, because the sound engineer was working within a sound-proof suite, she had no idea that a wicked crime of power may have been in play from before the ‘accident’ because she herself was working in a closed system that had no privy counsel line of communication with the networked intelligence agencies of the Empire. In other words, the sound engineer, like a Royal Commissioner, could edit the two recordings of the two opposing camps, but she had no power to change the sound suite design.
Crucially, one of the far-reaching consequences of the CIA’s top secret MK-ULTRA experiments was the finding that the subjects in a closed system could only exert feedback ‘responses’ and were powerless to changed the design. Mention here of the horrific, cruel and illegal MK-ULTRA mind control experiments may seem irrelevant.
Until you watch The Minds of Men. The CIA program involved at least 149 sub-projects, that were conducted on vulnerable humans, monkeys and rats, at over 130 institutions including hospitals, medical schools, universities, mental asylums, military facilities, and prisons across the United States, Canada and the United Kingdom. The MK-ULTRA experiments, which were officially conducted from 1953 to 1964, before being re-designated to MK-SEARCH until 1972, included sensory torture, deprivation in isolation and re-programing of the mind, by inflicting captive humans with experimental psychotropic drugs, allergens and electric shock treatments, in order to map the human bio-electric circuitry, conduct behavioral studies with remote control devices, and socially condition with applied game theory.
The MK-ULTRA experiments sought to unlock the secrets of human physiology, psychology and the inner workings of the human mind in order to scientifically direct societies by weaponizing science, psychology and cutting edge inventions. This program resulted from gleaning technical knowledge from Nazi scientists following World War II, who were repatriated to America, as part of Operation Paperclip.
Shrimpton says German intelligence penetrated the CIA and MI6, and had been carrying out industrial espionage, sabotage, and air terrorism to financially attack jet manufacturers, airliners and state treasuries in an undeclared war targetting civilians.
Justice Mahon compared Captain Gemmell to German Commander Field Marshall Erich von Manstein, who was tried at Nuremberg for failing to protect civilian lives.
Mahon described von Manstein as “probably the most brilliant army commander of the [20th] century.” For example, von Manstein countered an anticipated Allied invasion through the Netherlands, by devising an innovative operation to invade France — later known as the Sichelschnitt (“sickle cut”) — leading a swift armoured offensive via the Ardennes Forest in June 1940, rapidly driving to the English Channel, to cut off the French and Allied armies in Belgium and Flanders.
Von Manstein ‘flew’ over the heads of the German high command and gained approval for his plan directly from the Führer of Germany (1933–45), Adolf Hitler.
Gemmell is an old Bavarian clan-name. Mahon observed his “iron composure”.
The Royal Commissioner heard from Gemmell that the accident would not have happened if the pilots had maintained minimum safe altitude of 16,000 ft. Mahon stated that this inbuilt logic ‘assumed’ the pilots were aware they were headed toward a mountain, rather than over the flat sea ice that all the previous flights had followed since the course was altered in 1978. By this logic, the pilots were suicidal. Gemmell dismissed the flight coordinates and the failure to tell the crew, as virtually irrelevant issues. Gemmell’s viewpoint was consistent with the Airline’s official narrative, and that of Civil Aviation Authority, and its Chief Inspector of Air Accidents, ‘Mr Chips’.
In essence, the posture of a minimum safe altitude of 16,000 ft in mountainous terrain, and the 6000 ft minimum safe altitude once over McMurdo Sound, was a red herring argument. Such a logical fallacy occurs in an attempt to hide the weakness of a position by drawing attention away from the real issue to a related side issue, as any newsroom possessing a copy of Professor T. Edward Damer’s classic book, Attacking Faulty Reasoning: A Practical Guide to Fallacy-Free Arguments, would readily recognize.
Worse, after the Royal Commission report was published, and during a court of appeal discovery process, it was found that the airline had withheld board meeting minutes that showed the company board were informed on December 7 1979, that its planes did not normally fly over Mt Erebus. At the board meeting, the company secretary and Air New Zealand board deputy chairman Des Dalgety took notes of chief executive Morrie Davis’ briefing to directors, at the board’s first meeting, on December 7, after the crash. Mr Davis told them the impact position was considerably left of track. This meant Air NZ’s CEO Morrie Davis knew the impact position was considerably left of the military track, which was well out to the west of the impact position.
The U.S. military flew over McMurdo Sound’s sea ice to McMurdo Station’s airfields.
Infamously, Captain Jim Collins and his co-pilot, Greg Cassin, attended a flight briefing 19 days prior to their fatal flight TE 901. On November 9 1979 they were led to believe the computer-programmed flight path would take the DC-10 down McMurdo Sound, over flat sea ice. Moreover, on November 8, the airline had advised flight crews that the Navigational Direction Beacon (NDB) at McMurdo was taken out of service. Mahon relates in his book, Verdict on Erebus, Chief Navigator Brian Hewitt altered the computer programme, to make the longitude coordinate read 166°58 minutes east to correspond with the tactical air navigation aid position (or TACAN).
But Hewitt, who pilot Arthur Cooper regarded as a mistake-prone navigator, did not notice — if that’s to be believed — that the standard flight path held by the ground computer actually was 164°48 minutes east. The story goes that the changed distance was only 2.1 miles rather than 27 nautical miles. Curiously, a 2.1 nautical miles error became a 2.10° course change. What was Air NZ’s Navigation Section smoking?
Given this monumental ‘blunder’, and the failure for the change to be flagged in the notes distributed by Flight Despatch for the flight crew, Captain Jim Collins and co-pilot Greg Cassin thought they were headed for McMurdo Sound, not Mount Erebus.
Not surprisingly, the date of the flight briefing also carries historical significance.
Coincidentally, on November 9th 1769, Captain Cook, and astronomer Mr Green, made calculations from measuring the Transit of Mercury across the sun, to fix the near-precise location of New Zealand on a world chart. Thus, the date, November 9 carries an emotional potency for the ‘Erebus Families’. And the apparent plot thickens.
In her 2018 book, Lying for the Admiralty, Margaret Cameron-Ash presented the case that Captain Cook created fabrications, omissions and errors in his journals, charts and maps to retain advantage over rival European Maritime Empires, especially to play Catholic France. Crucially, Cook recorded in his diary entry for January 31st 1769, that he learned New Zealand was comprised of three main lands, while he was in Queen Charlotte Sound. Freemason Bro. Joseph Banks, a wealthy aristocratic naturalist who had stumped up £10,000 for the expedition and whose catalogued plant specimens were pressed between pages of John Milton’s Paradise Lost, recorded in his own diary that the only time he saw Cook excited was when he had realized a strait separated the North Island (Te Ika a Maui), from the South Island (Te Wai Pounamu). Cook’s ‘discovery’ of the strait occurred upon climbing two high points on Arapawa Island — Cook’s Lookout and Bald Hill — where he sighted a strong current.
Cook gleaned information from Chief Topaa, and kin with him, as well as other Ngāti Kuia Māori on the Eastern shores of Queen Charlotte Sound, about another land to the South, meaning there was another strait. But, Cook fudged his chart and smudged his journal, to obscure Stewart Island and Fouveax Strait to hide the harbours that became settlements for Invercargill and Bluff at the bottom of the ‘South Island’.
Thus, the historic departure at Bluff by Queen Elizabeth and the Duke of Edinburgh at the conclusion of their first royal tour (or landlord inspection) of New Zealand on January 31st 1954, was also historically potent. After all, Cook was to supply King George III with a full set of maps, as well as the Admiralty. Indeed, Cook was acting in accordance with the British Admiralty’s secret instructions to claim new territories for the British Empire. These secret instructions were not declassified until 1928.
In her paper — “A strategy of disinformation: How and why Captain Cook concealed his discovery of Bass Strait from Britain’s rivals”, Cameron-Ash detects that Cook altered his journal, charts and logs to create phantom possession rituals, omit details of encounters and hide harbours, straits, and other details of strategic value to the British Admiralty, after he learned of a French presence in the South Pacific while in Batavia. Cameron-Ash presented her findings at the 2015 Power of Maps Conference, hosted by the National Library of Australia. She suspects that Captain Cook may have constructed a phantom possession ritual at Mercury Bay, meaning he created it after the fact. She notes his brief recording ends with two lines of darker coloured ink and smaller script, squeezed at the end of his customary long description of a place, its people and its politics. Cook claimed his crew cut upon a tree the ship’s name, and that of its commander and date, evidently as a proof of presence, and possession.
Since Captain Jim Collins and his co-pilot, Greg Cassin, were led to believe the computer-programmed flight path would take the DC-10 down McMurdo Sound over flat sea ice, at a flight briefing on November 9 1979, the date of this flight briefing takes on an emotionally-charged potency for the ‘Erebus Families’.
Since it was at Mercury Bay where Captain Cook, and astronomer Mr Green, made their calculations on November 9th 1769 from measuring the Transit of Mercury across the sun, to fix the near-precise location of New Zealand on a world chart — the possibility arises that this date, November 9, was chosen as a weaponized signal that an air terrorism plot was advancing toward closing the trap. Cue The X-Files theme.
Therefore, it appears the over 500 errors, inactions and omissions that led to the Erebus Crash riffed off Captain Cook’s subterfuge when he created fabrications, omissions and errors in his journals, charts and maps to retain advantage of the First British Masonic Empire over the rival canon powers, including America.
It appears there’s more historic riffing. Ironically, as Air New Zealand’s doomed DC10 headed toward Antarctica on November 28, it was being tailed by a U.S. Air Force Starlifter carrying a party on a commemorative flight to mark the 50th anniversary of the famous aviator, U.S. Admiral Richard Byrd’s historic flight on November 29, 1929.
Thus, on November 29 1979, the terrible fate of Flight TE901 became world news and coincided with the 50th anniversary of Byrd’s feat. Freemason Admiral Byrd became the first to fly over the South Pole, on the 333rd day of the year: 29.11.1929.
The flight took 19 hours to fly from Little America to the Pole and return.
The charged potency heightens with reference to the Antarctic Flights’ start date.
Captain Gemmell was the pilot of the first Antarctica Flights marketed by Air New Zealand, which took place on 15 February 1977, as the Snoopman stated at the start.
Coincidentally, the day 15 February in 1882 is a well-known moment in the plucky South Pacific archipelago’s history as a colony even though most still don’t it was the Second Masonic British Empire (1815-1918) — because they’re not snoop-readers, yet.
On 15 February 1882, the Gear Meat Preserving and Freezing Company of New Zealand Ltd, Lambton Quay, exported the first shipment of frozen meat by sea.
Snoop-neurons lit up reading of this historic tale. While en route from Port Chalmers to Britain, the Dunedin’s Captain almost froze to death in the ship’s hold while sawing extra holes to improve air circulation, as the vessel was becalmed in the sunny tropics.
Gear Meat Preserving and Freezing Company boasted they supplied the Admiralty.
Therefore, there appears to be symbol sorcery encoded into the doomed flight, TE-901.
Since the first frozen meat shipment left New Zealand on 15 February 1882, it could be said that the first Air New Zealand live meat flight to Antarctica occurred in 1977.
The timing of the first Antarctic Flight to coincide with the historic date of the world’s first frozen meat shipment that left New Zealand on 15 February 1882, may go along way to explaining why planning for these flights was rushed, as Mahon noticed. Matters that continued to the horrific end included: Air New Zealand’s flight division avoiding supplying the printed flight coordinates for pilots to take away to study, nor the flight division ensuring there was training about white-out, and not supplying printed copies of the flight path on topographical maps, but rather on maps produced by the airline’s marketing wing. And also, the navigation section’s poor data checking.
Moreover, there was no training for emergency landing and survival procedures, and the bare minimum preparation of one training flight to familiarise pilots with the south polar region was removed by Captain Gemmell in 1978, with Civil Aviation’s complicity. The paper trail regarding planning, alterations and feedback was thin, which reflected poor internal oversight, regulatory governance — and shredding.
Ironically, the Antarctic Flights were described as classless, since passengers mingled enjoying the views, snapping photographs, eating treats and drinking bubbly. So, the idiom about “flying sardine class” in a jet engine-propelled tin-can appears to have been given a sinister sardonic twist, and transformed the scenic flights into a Trojan Horse device to compel the cooperation required to move bureaucratic mountains.
And therefore, it follows by the same dark brutal logic that the first Air New Zealand Antarctic frozen meat flight took place on 28 November 1979. And, 29 years later to the day in 2008, the first Air New Zealand mediterranean shark meat flight occurred.
If it seems that Snoopman is taking the idea of a flying sardine class out beyond the theoretical limits of the possible, and into the realm of fictional Hollywood super-villains, consider that among the many metaphors scripted into the 9/11 Blockbuster Terror Theater of September 11 2001, the FBI’s counter-terrorism team was stranded in Monterey, California, due to the Federal Aviation Authority’s vacant air order.
Ironically, in its heyday, Monterey was for a time a thriving sardine canning industry.
Ergo, the FBI’s counter-terrorism team was stranded like fish out of water in Monterey from where they were due to fly back, like sardines on a commercial flight — after participating in a two-day exercise at the FBI Hostage Rescue Unit.
If my thesis is correct, on the night of November 28 1979 a coup d’état occurred.
And so, how splendid to kick off such super economy flights on the anniversary of the first frozen meat shipment that nearly failed in the banana tropics, but for the captain who almost froze to death in the frosty hold while improving circulation with an axe?
Since coups have occurred in the U.S. more than once, Snoopman supposes we should feel proud. Here it is vital to recall S.K. Bain’s 9/11 mass ritual thesis, which starts with a forward by Peter Levenda, who wrote Unholy Alliance: A History of Nazi Involvement with the Occult. (Bain’s decoding of the metaphor-laden plot elements of 9/11 reminded the Snoopman of the sociopathic fake villians that sissy Batman confronts). In 9/11 as Mass Ritual, Bain pointed out the ‘coincidences’ that the 7-storeyed 77 foot-high Pentagon — that was alleged to have been struck by American Airlines Flight 77 — is located on the 77th Meridian West. Bain wasn’t claiming that just because the foundation stone for the Pentagon was laid in masonic ritual fashion on September 11 1941, that 9/11 was planned during World War II. Poignantly, Bain was demonstrating how some of the major landmarks in the United States were designed with Masonic symbolism, including the Twin Towers, which he said referenced the two pillars of King Solomon’s Temple. In effect, the blockbuster destruction of all seven buildings at the World Trade Center telegraphed the American deep state possessed the power to take down world trade in a day, which happened 19 years later in 2020, six months after the World Health Organization stealthily declared World War III on March 11.
And given that the Pentagon was struck on the day of the 9/11 Coup D’état, Septmeber 11 2001, or precisley 60 years after the Pentagon’s foundation stone was laid, it is a clear and potent example of historical riffing, symbol sorcery and psychodrama processing that sinister transnational forces embed into terrorist theater events.
So, it is spooky to note that Flight 77 left from Dulles International Airport in Chantilly Virginia, or ‘Spookland’. This is spooky because lawyer Allen Dulles, along with a young George Herbert Walker Bush set up the CIA, after having organized terrorist groups in Europe following World War II under Operation Gladio.
It turns out that Pope Pius VII worked piously with his Under Secretary of State, Monsignor Giovanni Battista Montini (the future Pope John VI), to assist 33rd Degree Freemason Allen Dulles, the Swiss Director of the Office of Strategic Services (OSS), in constructing the ‘Vatican Ratlines’ through which top Nazis could escape Europe. And it was Pius VII, who, rather symbolically, made James Jesus Angelton a Knight of the Sovereign Order of Malta. Symbolic, because Angleton was a CIA spook.
The Office of Strategic Services began life as a World War II-era foetal monster that was returned to a ‘laboratory’ at the war’s end, only to be reborn in 1947 with a ‘birth certificate’ known as the National Security Act — along with its nosy twin sibling, the N.S.A. The born-again foetal monster became infamously known by its initials: ‘C.I.A’.
Angleton, along with former OSS Executive Director William Donovan, negotiated in 1947 for CIA black funds from heroin to be funnelled through the Vatican Bank to bankroll the resurrected Christian Democrats into the Italian Parliament. At that time, Donovan headed World Commerce Corporation (WCC), which was an enterprise registered in Panama and initially bankrolled by Nelson Rockefeller, Alfred DuPont, Joseph C. Grew (nephew of J.P. Morgan), and Charles Jocelyn Hambro of Hambro Bank, with the purpose to supply arms to subversive underworld groups in exchange for drugs. A Miami-based shell company General Development Corporation, ran the first Gladio-funding drug-running test, Operation X, toward the end of 1947, which involved the Sicilian mafia shipping pure heroin in crates of oranges containing wax replicas, wheels of cheese, cans of sardines and barrels of olive oil from the Italian pharmaceutical giant Schiaparelli to Cuba for cutting in laboratories controlled by the Trafficante clan and shipped to Gotham for distribution to the jazz clubs of Harlem.
And it was Pope Pius VII who had made the Executive Director of OSS, William ‘Wild Bill’ Donovan a Knight of Malta. ‘Wild Bill’ negotiated the Vatican’s support for the establishment of the Gladio network of ‘stay-behind-units’, which was the brainchild of Nazi intelligence chief, General Reinhard Gehlen, who was also made a Knight of Malta. As with Gehlen’s Organization of ‘werewolves’, the stay-behind-units would eventually be transformed into the Soviet-spying German Bundesnachrichtendiesnt (BND). Under Conrad Adenauer in 1956, the Gladiators of Western Europe would be absorbed into the secret units within the militaries, intelligence agencies or secret services of all NATO states. And, while every European country’s parliament or judicial system investigated Gladio after its exposure in 1990, NATO and Washington refused to talk about the terrorism these clandestine power structures had inflicted on the watching naïve news audiences: European citizens, as well as politicians.
But, as Paul Williams stated in his book Operation Gladio: The Unholy Alliance between the Vatican, the CIA and the Mafia, it is the Holy See in Vatican City — which is headed by the Sovereign Pontiff — that is the real linchpin of the Western Empire’s global terrorism operations. At the inception of the CIA in 1947, the intelligence agency was tasked with covert operations targetting hostile foreign states or groups. While the administration of the CIA could be funded by U.S. Congress, such black operations required a black budget, to be funded by forging an international drug syndicate.
Because the Vatican needed the CIA’s help to ensure the Italian Communist Party (Partito Comunita Italiano, or PCI) did not win the 1948 Italian election, William Donovan and former OSS officer James Angleton cut a deal with Pope Pius VII. The black funds from heroin, totaling $65 million for the 1948 election operation, would be laundered through the Vatican Bank. This was the beginning of the CIA supplying black funds in return for the Holy See protecting the CIA’s most sensitive documents, since the CIA had one potentially fatal ‘Achilles Heel’ flaw. If the political winds ever shifted beyond the American Deep State’s control, Congress could order the CIA to turn over of its most sensitive records, while the Department of Treasury could, in theory, raid its Langley Headquarters and CIA officials could be indicted for war crimes, conspiracy and mass murder. Whereas, the Papal State within a State with a bank that also has a sovereign entity status, seemed like a more secure bet.
From that deal onward, the Vatican and CIA became bonded as Fraternal Brotherhoods in their evil intrigues to accumulate more wealth, power and control, even as they inflicted a collective mental degeneration over Western Civilization to distract, divide and defeat. After World War II, the Atlantic Alliance covertly formed this secret ‘stay behind’ army by recruiting fascists, including former Nazis, to conduct terrorism operations now generally referred to, by the Italian pogrom, code-name ‘Gladio’, which was Latin for Roman sword. Operation Gladio is the umbrella name for a hidden low-grade war that embroiled every NATO state who used either their intelligence services, military forces, or paramilitary squads to inflict terrorism against their own citizens to shift the political gravity to the ‘right’, and away from socialism by blaming left-wing communist groups for the carnage. The bombings of trains, planes, automobiles, buses, and buildings conducted under Operation ‘Gladio’ were, in fact, ‘false flag’ operations. Key insiders who inflicted the carnage of Operation Gladio involved the CIA, MI6 and the Coordination and Planning Committee (CPC) of NATO’s Supreme Headquarters Allied Powers Europe (SHAPE).
As such, the fact that Flight 77 left from Dulles International Airport gets spookier when its learned that among U.S. President John F. Kennedy’s sins that got him assassinated, was his refusal to sign off a plan forwarded to his Secretary of State, Robert McNamara, on the 13th of March 1962 by the U.S. Joint Chiefs of Staff.
This terrorism plan, called Operation Northwoods, envisaged blaming the Cuban government for various ‘incidents’ such as: faking the shooting down of an U.S. Air Force aircraft, substituting a U.S. civilian airliner with a duplicate that was to have been converted into a drone and blowing it up in mid-air, and bombings in U.S. streets; all as a pre-text to invade. Kennedy fired CIA Director Allen Dulles for drafting this false-flag terror operation. This firing further infuriated ‘the Fraternity’, after Kennedy had called off air support for the Bay of Pigs invasion of Cuba. In other words, Operation Northwoods is a proven case of the U.S. Deep State intelligence-military apparatus attempting to get the public state side, the U.S. Presidency, to agree to a false flag terrorism operation. Brazenly, Dulles was appointed as one of seven ‘Warren Commission’ commissioners tasked with covering up the JFK hit.
If the collision of these events on the same historic days still seems coincidental, consider the fact that New Zealanders love to boast that their country was the first nation in the world to confer the democratic franchise to women. While many New Zealanders could tell you that this voting right extension occurred in 1893, and could commence a citation of the basic facts about the Women’s Suffrage Movement and how Katherine Mansfield is on the Reserve Bank’ blue ‘tenner’ note, most wouldn’t know this franchise extension occurred on November 28. Thus, this historic milestone is shared with another that concerns, in particular, humans with the capacity to bear hell-raisers. In 1973, New Zealand’s first planning clinic opened on November 28.
Ergo, womens’ right to vote was extended to birth control, as an incremental step to institutionalizing abortions, which were first carried out by the American eugenics movement, and adopted by the Nazis as part of their mass extermination programs. The Planned Parenthood franchise expanded across America, particularly in close proximity to hispanic and black communities, and was so successful from the Overlord’s perspective that it was eventually identified as the ‘Black Genocide’.
Thus, November 28 has a double ‘coincidence’ of themed historical riffing. Go figure.
Remember how Pope Pius VII had made the Executive Director of OSS, William ‘Wild Bill’ Donovan a Knight of Malta? And that Donovan had negotiated in 1947 for CIA black funds from heroin to be funnelled through the Vatican Bank to bankroll the resurrected Christian Democrats into the Italian Parliament? And that at that time, Donovan headed World Commerce Corporation (WCC), which was an enterprise registered in Panama and initially bankrolled by Nelson Rockefeller, Alfred DuPont, Joseph C. Grew (nephew of J.P. Morgan), and Charles Jocelyn Hambro of Hambro Bank, with the purpose to supply arms to subversive underworld groups in exchange for drugs? Therefore, isn’t it fascinating that Muldoon would rub shoulders with U.S. Vice President, Nelson Rockefeller, when he paid a “friendly visit” to New Zealand.
Michael Shrimpton, the former English barrister, says the Deutsche Verteidigungs Dienst (DVD) are specialists in talent-spotting and blackmailing future leaders. He also says the inner core of the Bilderberg Group is a DVD front organization, whose core members, including David Rockefeller, were involved in planning the 1973-1974 Oil Price Shocks, and were triggered by his loyal leiutenant, CIA asset Henry Kissinger, who was President Nixon’s Secretary of State and National Security Advisor.
The ‘coincidences’ of the Erebus Crash also appear to be about who was saved and who wasn’t. These coincidences seem to telegraph that flight TE-901 would be the last of the Antarctic Flights and signal the end of the call-sign that referenced the old Trans-Tasman Empire Airways Limited out of which Air New Zealand formed in 1965.
A VIP passenger due to be on board flight TE-901 whose schedule was changed ‘last minute’, was Sir Edmund Hillary, who was supposed to be the commentator on the fatal flight. But, he was double-booked, and so his friend Peter Mulgrew filled his spot, while the world’s most famous mountaineer — who was credited with climbing the planet’s highest mountain, Mount Everest, first — could speak at a business conference sponsored by the American Chamber of Commerce. It was the second time the Knight Commander of the British Empire narrowly missed a fatal flight.
On December 16 1960, Sir Edmund Hillary was due to be on board United Flight 826, bound for International Airport (Idlewild Airport), but he was late after getting stuck in traffic. A Trans World Airlines-owned Lockheed Super Constellation, Flight 266, collided in mid-air with the United Airlines-owned Douglas DC-8. The New York Air Disaster/Park Slopes Air Disaster, as it is variously known, was a take-down by the COREA Group in Frankfurt, part of the Deutsche Verteidigungs Dienst (DVD), according to Shrimpton. Evidently, the DVD was set up by German spymaster Admiral Wilhelm Canaris and his deputy, General Leutnant Erwin von Lahousenin, in 1943 to 1944, after Sophie Scholl made it clear Germany couldn’t win World War II.
The alleged take-down of the TWA-United Airlines flights on December 16 1960 occurred simultaneously to President John F. Kennedy announcing that Robert Kennedy would be Attorney-General. The effect was that the airliner crash displaced the news of Kennedy Presidency’s big announcement that his brother would be attorney general, as can be seen on the front-page of the New York Times the following day. ‘Coincidentally’, the United Flight 826 Douglas DC-8 jetliner was bound for what was then officially known as International Airport, and it was subsequently renamed John F. Kennedy International Airport — after JFK was assassinated. Therefore, it would seem the German DVD had engineered the ‘TWA-UA’ collision to signal to those in the American Deep State aligned with the German DVD, that a take-down of the Kennedy Presidency was needed for their mutual self-preservation.
Shrimpton says it is easy for the DVD to cause an air crash in conditions of poor visibility, by introducing a fake radio beacon while disabling the true radio signal.
After-all, Francis Richard Conolly makes an excellent case in his epic documentary, JFK to 9/11: Everything is a Rich Man’s Trick for the penetration of the CIA by Nazis, and the American Oligarchy’s deep state network criss-crossing the FBI, the Mafia and other institutions within federal and state jurisdictions. Conolly argued that John F. Kennedy had fooled mafia bosses into thinking that Robert Kennedy would cease dismantling the mafia once he was elected as president, in exchange for mafia support.
CIA Directors Allen ‘von’ Dulles and Richard ‘von’ Helms were DVD, says Shrimpton, and therefore the reprehensible JFK Assassination is more comprehensible.
And so, the Mount Erebus Disaster makes more sense, particularly when it is recalled that the governance over the Antarctic Flights by the Civil Aviation Division was lax.
Whether the Knight Commander of British Empire was saved by the ‘good fortune’ of being booked to speak at a U.S. Chamber of Commerce conference, or whether Ed Hillary was spared, the loss of a managerial level head seems potent — if I’m right.
The Tourist Department’s head, Michael Seaver Roberts, was among the dead.
Ergo, the Erebus Crash also telegraphed the end for the Antarctic Flights, as a result of a catalytic ‘flight track error’ made by the airline’s error-prone chief navigator Brian Hewitt, when he ‘corrected’ TE 901’s flight plan coordinates in the dead of night, evidently to match the Williams Field Waypoint. Hewitt claimed he thought the flight track adjustment of 2.1° was a matter of 2.1 nautical miles, when in fact the difference was 27 nautical miles. And so, he didn’t see a need for the flight crew to be told.
The fatal flight is notable for those who didn’t board the DC-10 that day. As I have noted, Sir Edmund Percival Hillary was essentially double-booked, and his friend, mountaineer Peter Mulgrew, became the hapless 901 flight commentator. To be super-clear, I’m not saying Hillary had anything to with this possible terrorism plot.
Schedules can be arranged to move mortals into positions to fulfil fatal functions, while preserving non-expendable chess pieces to signal solidarity with ‘sovereigns’.
So, would the damage control have set in, the way it did in the immediate aftermath — with the insiders at Muldoon’s Beehive, and at the Civil Aviation Division of the Ministry of Transport, opting for a damage control report — if ‘Sir Ed got dead’?
And, at Air New Zealand House, would shredding of documents have been able to happen? Because, wouldn’t the sudden termination of a Knight Commander of the Order of the British Empire have immediately triggered officials across the realm falling over themselves to do VIP due diligence checks, that there was not fowl play?
Because, with so many officials who are paid to care, would it not have been a risky proposition to allow Air New Zealand’s Chief Pilot, Captain Ian Harding Gemmell, to range freely like a goose before the squares of the body recovery grid had been marked out? Or at all. Because — Gemmell’s presence on the crash site was approved by Civil Aviation, despite the obvious ‘snow-blinding’ conflict of interest. For one thing, Gemmell was a key (if not the key) architect of the Antarctic Flights. And, Gemmell’s goose-stepping presence meant the airline had a point-man to play ‘lucky dip’ with any possible incriminating evidence turning up at McMurdo from the crash sight, and yet this goosing around wasn’t seen as a motivated opportune means for fowl play.
Thus, if such a famous chess piece was extinguished so spectacularly, do you think it would have been possible for the Beehive, Air New Zealand, the Civil Aviation Division, as well as McMurdo Station, to endure the intense foreign media scrutiny?
Another fortunate fellow who was also due to be aboard last TE 901 Flight was Captain John (Jack) Spence, an airline inspector with the Civil Aviation Division.
The airline inspector pulled out because he claimed a family member was ill. But, the New Zealand Herald reporter failed to question why a sick relative was more important than the lives of 257 mortals, since the Civil Aviation Authority apparently had no back-up inspector to board the flight. Especially, when the Civil Aviation Authority allowed Air NZ pilots to venture to a region where they have never been, and therefore were unfamiliar with the terrain and the hazards of white-out. Oddly, Captain Spence — who had been trying to get Air New Zealand to carry survival kits and clothing — took such items to give to the flight crew on the morning of the flight.
Why then didn’t he perform his navigator’s function and check the flight coordinates? Did Spence have foreknowledge of the fatal flight’s impending doom and was his appearance with such survival items designed to disrupt the crew’s preparations?
Captain Spence asked Maurice McGreal, then assistant director of flight operations for Civil Aviation, if he could go on the next flight. In 2009, McGreal told the New Zealand Herald that “no pilot would have displayed before a Civil Aviation inspector such a poor level of airmanship.” However, since Civil Aviation was culpable for allowing the Antarctic Flights to occur with pilots who had no previous flight training on whiteout hazards, and who had never been to the South Polar Region, it’s fascinating to read of a retired regulatory official who displayed poor ‘governorship’.
The phenomena of white-out causes a loss of depth of field vision perception. Because the crew thought they were flying over the sea heading into McMurdo Sound — rather than toward the rising terrain of a mountain — the overcast weather conditions with a cloud base down to 2000 feet, created an almost seamless blending of the icy snowy mountain. The ‘seam’, if discerned, would appear as a horizon far off in the distance, with the appearance of icy sea below and overcast cloud above and far off ahead. The effect is created by sunlight beaming in at a low angle from behind the jet into the cockpit. The sun was at a low angle on the horizon at that time of year, at that time of the afternoon. The overcast weather sealed the flight’s fate, perfectly horribly.
This is how the crew on the flight deck never saw the mountain right in front of them.
Of the flight crew, only the flight engineer Gordon Brooks had been to Antarctica.
Even at the time when the aircraft’s ground proximity warning system (GPWS) began sounding a series of “whoop, whoop, pull up” alarms calls, warning that the plane was dangerously close to terrain, at six seconds before impact, the crew had not seen fast rising ground. Yet, none of the factors explain why there was a trail of so many ‘errors’.
McGreal’s stance dismissed the imputation of the changed flight coordinate into Air New Zealand’s ground computer as a red herring, the newspaper reported. Despite his own vested interest to use the interview to blame-shift by saying that if Captain Spence had been on board, the Flight 901 pilots would not have been allowed to fly so low without clear visibility, McGreal added, “Flying is a dangerous business. If you don’t know where you are, you have to stay at an altitude above all obstructions until you do.” This was blame-shifting. The pilots thought they were headed to McMurdo Sound via the flat sea ice, not an un-movable mountain. And, the Civil Aviation Division never explained why exactly as the regulator, their ‘governership’ of the Antarctic Flights was so abjectly poor. It’s like they were a distressed people in need of a Red Cross intervention to supply them with the basic needs, including a heart.
Mahon concluded that Civil Aviation’s approval of flights over Mt Erebus was in effect foolhardy, given the white-out phenomena, and allowing Air NZ to send pilots to a perilous region, given they lacked familiarity with its terrain and optical hazards.
Strange then that the flight coordinates for the destination waypoint was changed at 1:40am, less than seven hours before take-off. Mahon noted the crash would still not have happened, but for the overcast weather conditions. Therefore, was a weather forecast confirming an overcast day ahead, the deciding factor to change the flight coordinates? After all, the withdrawl of the NDB Beacon from service had occurred on November 8, suggesting the trap was closing. Simpson’s call to Johnson appears to have been treated with the same degree of contrived ignorance as all the other tasks. Indeed, it appears that Captain Simpson’s call to Captain Johnson about the McMurdo Sound waypoint, was the glitch that reveals a doubling-down on the screening actions.
Ironically, Captain Spence was aboard the first 901 flight piloted by Captain Gemmell, to check conduct and operation of the flight, as well as the accuracy of the Area Inertial Navigation System (AINS), which controlled the course of the aircraft according to the flight plan coordinates, and in communications with satellites. The AINS technology made the navigator as a flight crew member ‘redundant’.
Also aboard the flight on 15 February 1977 was Mr Warwick Keith Amies, who in his capacity as flight navigator with Air New Zealand, was there to check the accuracy of the AINS equipment by overflying the destination point of the flight, which was the non-directional beacon (NDB) located near McMurdo Station. The co-pilot was Captain A. A. E. Lawson, who at the time was Air New Zealand’s route clearance briefing officer. As Peter Mahon noted in his excellent Royal Commission Report, Captain Lawson was aboard the first 901 flight to prepare an ‘Air New Zealand Route Clearance’ brief for later flights if they became a regular tourist venture.
Ironically — given that the Williams Field Runway was designated as an emergency white-out landing area — Gemmell and others didn’t ‘see’ a need for educating flight crews about the snowy phenomena, nor that pilots had training flights to the region.
Due to the ‘flight track error’ made by ‘Hewitt’ at 1:40am on the morning of the fatal flight, this monumental ‘mistake’ fixed the illusion about the West Dailey Island waypoint, and set in motion the searches for the missing aircraft that took off from the ‘Pegasus’ Ice Runway; the southern most of the runways at the Williams Field Air Base. After 13 successful Antarctic Flights, the overdue aircraft was eventually found as wreckage strewn over 800 meters, appearing as a black smudge, after midnight.
Amid the orchestrated litany of lies that Justice Peter Mahon endured, the length of time it took to find the wreckage is very telling. Search crews from McMurdo Station and the Williams Ice Aerodrome, looked in the wrong places because the flight track had been altered in the dead of night by the airline’s error-prone chief navigator.
The mangled, burnt and strewn wreckage was spotted on a 13° slope below Fang Ridge of the volcanic mountain, that was reported at the time to have been 13,000 feet high and named after a British bomb-ship, that had collided with its companion ship, HMS Terror on 13 March 1842 in a storm. The airline ascribed 13 types of pilot error.
With the sector white-out completing the illusion that Captain Collins and his flight crew believed they were headed down McMurdo Sound over flat sea-ice, the aircraft was guaranteed to smack into Mount Erebus in the vicinity of Fang Ridge, if they were flying at an altitude of 12,000 ft or less. The AINS course-correction device was in ‘nav mode’ at the time of impact at 12:49pm, or at 11 minutes to ‘13 o’clock’.
Ronald Chippendale — who had been promoted to Chief Inspector of Air Accidents after just one year an as inspector with the Office of Air Accidents — wrote a whitewash report, as Muldoon expected. But, because neither the Air Line Pilots Association, nor the press nor the public were convinced by the official line, the Attorney General James McLay was forced to authorize a Royal Commission.
Justice Mahon received stiff rebuke from Muldoon for his report on private advice from his lawyer Dez Dalgety, who was also Air New Zealand’s deputy-chair.
The spectacle of NZ’s PM publicly chastising Mahon communicated to New Zealanders that the Muldoon Cabinet had expected the High Court judge to produce a speedy rubber-stamp report, rather than a thorough inquiry.
Muldoon — who reacted with bullying anger like a narcissistic sociopath — insisted that Mahon should “put up or shut up”, meaning he challenged the Royal Commissioner to name names of those he claimed who had entered into “a predetermined plan of deception” to “present palpably false sections of evidence”.
Indeed, Mahon had also said that he totally rejected numerous claims about errors. For instance, he rejected the assertion that “the misleading flight plan radioed to McMurdo on the morning of the fatal flight was not deliberate, but the result of yet another computer mistake”, as Navigation Section witnesses tried to persuade him.
And thus, Police Superintendent Brian Wilkinson was recruited for the task to salvage the cover-up, lest its stressed plot rivets, screws and welding were ripped apart by the catalytic forces of potential prosecution proceedings. Because, a criminal court case of conspiracy would not only be bad optics for Muldoon’s already shaky administration.
A trial had the potential to make a wreckage of a sitting government, the standing of the Beehive in the public mind, and widen into an exposure of an epic conspiracy, that might have led to questions about whether airliner take-downs were commonplace.
After all, Justice Mahon finished his report stating that he believed there was a deliberate concealment of the misleading flight plan when it was sent to McMurdo.
Recall how Mahon had explained that a Navigation Section witness (Brian Hewitt) explained that by ‘mistake’ he filled out a worksheet incorrectly with the effect that once the information was entered into the computer, the software obliterated the TACAN coordinates and were replaced with the pronoun word ‘McMurdo’?
Did a sinister force practicing techno-sorcery want the DC-10 to crash into Erebus?
Ergo, Police Superintendent Brian Wilkinson made the ‘investigation’ die-off, like a cunning man after an air crash who resorts to cannibalism to be the sole survivor.
The dead from flight TE 901 were accounted for with remarkable effort, while the chain of custody over evidence at the crash site, as well as Air New Zealand and Civil were not. Coincidentally, a refresher training exercise occurred the same day as the crash, meant the police body recovery and identification, called ‘Operation Overdue’, proceeded with efficiency — while chain of custody over evidence were poor.
If my supposition of air terrorism, packaged with sinister symbol sorcery, is correct, then the Erebus Crash was a ritualistic exhibition of spectacular power executed with prejudicial pernicious precision. It became New Zealand’s ‘darkest day’ — by one soul.
Since all 257 aboard the flight perished, this tragedy became New Zealand’s worst ‘peacetime’ disaster, by surpassing the 1931 7.8M Napier Earthquake, in which 256 mortals died by the forces of nature rumbling, rattling and ripping the rohe.
Operation Overdue commenced at 12:30pm. A TV news crew interviewed a ‘search spokesman’, named Jerry Power, who reported the wreckage had been sighted and there was no sign of survivors. He didn’t have much to say. Was his brief moment of public life really about serving unwittingly as the punchline for the terror theater?
After all, his name Jerry Power, conjures the idea that German intelligence might have worked methodically, stealthily and patiently to carry out a successful coup d’état.
Is it time we accept there’s a psychotic weaponized humor embedded in Erebus?
Let me sketch the creepy-spooky ‘acceptance rituals’ that occurred over 40 years.
The first occurred on the evening of November 28 1979, prior to the wreckage being sited, when Air NZ’s Public Affairs Director Craig Saxon, said to the news media that, “It is with great regret that we must accept that the aircraft is lost.” Given the family name of the Public Affairs Director conjures the Saxons, the ‘heritage’ coincidences are likening thickening agents in a brewing plot ready for stirring. The Saxons were a group of Germanic peoples whose name was given in the early Middle Ages to a large country (Old Saxony, Latin: Saxonia) near the North Sea coast of northern Germania, in what is now Germany. Earlier, in the late Roman Empire, the name was first used to refer to Germanic coastal raiders, who conquered England with the Angles and Jutes in the fifth century a.d. and merged with them to form the Anglo-Saxon people.
Four days after the crash, a US Navy chaplin, Garth Varcoe, naturalized the crash by attributing the cause to God’s wisdom. While presiding over a memorial service, Varcoe prompted his audience to accept by faith of His Holy Spirit “what has been done”. In part one of a two part tele-feature, Erebus — The Aftermath, actor Ian Mune, who played Morrie Davis, pressed upon the wives of the deceased pilots, the need to accept the tragedy at the airline’s 1979 Christmas Party. Ergo, it was pilot error.
Thus, the idea of an accident was accepted from the outset, and police were distracted from securing Air New Zealand House, which was also a crime scene. Recall that CEO Morrie Davis ordered the destruction of documents when he found out that the flight’s coordinates had been changed hours before the fatal flight took off? And that the navigation section had not communicated this vital fact to the flight crew?
A memorial at Holy Trinity Cathedral in the posh suburb of Parnell, Auckland was held in late 1979 to mark the tragic passing of the passengers and crew. The congregation were also cued to “accept [the] deaths” of those who perished on Mouth Erebus, a mountain that was described as “the last port of call on an adventorous journey to eternal life.” The creepy acceptance rituals would continue for 40 years.
When Mr Davis told two Air New Zealand pilots there were “larger forces” in play, did he mean he had been made aware the airline had been targetted for air terrorism?
Muldoon accepted Chippendale’s report. But, because the Air Line Pilots Association did not, the Attorney General was forced to authorize a Royal Commission of Inquiry.
Justice Mahon’s report was not accepted by Muldoon’s Government, nor any subsequent government until a millenium curtain closer arose. On August 25 1999, then-Minister of Transport Maurice Williamson tabled the Mahon Report in Parliament, and thereby performed what many saw as a long overdue formal acceptance.
Did this long overdue formal acceptance of a report, that was scathing of the regulatory oversight over Air New Zealand and the key people at the airline — who Justice Mahon believed had entered into a predetermined conspiracy to cover-up their culpability — actually raise the stakes to capture the next Labour-led Government?
But, the acceptance rituals continued and while their sinister nature varied with the circumstances, the signature psychotic humour signalling authorship — carried on.
➼ Rooks Riff Off Captain Cook to Manage the Optics?
Since the Minister of Transport, Maurice Williamson, tabled Justice Mahon’s Erebus Report in the New Zealand Parliament on 25 August 1999, or 3 months and 3 days before the 22nd anniversary of a DC-10 sardine tin that was ritually transformed, it seems, into a flaming sword — it is critical to re-examine what circumstantial evidence might support my thesis that the incoming Labour-led Government would need to be politically captured. After all, elected puppets need strings don’t they?
Recall how the 23 year-old Steven Wallace was ensnared by two police constables on the main street of Waitara, Taranaki on April 30 2000 and that the Independent Police Conduct Authority’s report was not published until Helen Clark left office? Crucially, the publication of the Independent Police Conduct Authority’s report trailed the release of the Coroner’s Inquest Report on January 31 2009. Just as the Independent Police Conduct Authority’s report was released on a significant historical date, the date January 31 also carried a sub-textual potency given that the previous Transport Minister had tabled Justice Mahon’s Erebus Crash report in Parliament in 1999.
On January 31 1770, Captain Bro. James Cook claimed sovereignty over New Zealand in Queen Charlotte Sound, in the name of King George III, as I have mentioned. And recall how Queen Elizabeth II and her husband left New Zealand on January 31 1954, from Bluff Harbour, which was one of the two harbours that Captain Cook obscured by drawing Stewart Island as a Peninsula? The Royals appeared to tip their hats to Cook for his subterfuge, to buy time and strengthen Britain’s claim over New Zealand.
The delayed release of the Coroner’s Inquest Report on January 31 2009 into the death of Steven Wallace, nearly nine years after he was gunned down by a sharp-shooting senior constable — clearly showed there was some sort of potency to the Waitara Shooting. Obviously, the slaying of Wallace embroiled the Clark Administration.
Especially, since the crucial flight briefing that Captain Collins attended on November 9 1979, and the Coroner’s Inquest Report on January 31 2009 into Steven Wallace’s death, both appeared to riff off critical dates in Captain Cook’s first voyage.
It is critical at this point in the Snoopman’s heretical dispatch to jog the snoop-readers’ memories. Remember that the Airbus A320 Flight 888T owned by Air New Zealand that crashed into the Mediterranean Sea off the coast of Perpignan, France, on the 29th anniversary of the Erebus crash? This doomed ‘acceptance flight’, on 28 November 2008 (New Zealand Daylight Time), which was operated by German charter firm XL Airways, I contend, was another acceptance ritual.
Recall how this crash occurred barely a fortnight after John Key was elected Prime Minister, on 10 November 2008. Perhaps, the ‘coincidental’ crash telegraphed caution.
The demise of Airbus A320 Flight 888T off the coast of France was uncanny, not only because it occurred one year ahead of the 30th anniversary; no delicate matter.
Ironically, in 2009 Air New Zealand launched an ad campaign, titled ‘Nothing to Hide’, featuring airline staff posing nude, with bodypaint costumes, including the chief executive, Rob Fyfe, who played a baggage handler. The commercial and associated inflight safety video, made by production house, Exposure International, went viral upon the launch in May, just six months after the freshly painted body of the Airbus A320 covered-up any visible sign of a German connection to a chartered airliner, whose name conjured the idea of a civil aviation fleet that was too fat to fly.
In their report, “Airline has Nothing to Hide. Really.”, the New York Times quipped that, “Air New Zealand staff members did not receive extra pay, just increased exposure”. The ad was a side-swipe at competitor, Jetstar, who charged for extras.
On the 30th anniversary of ‘the Erebus disaster’, November 28th 2009, Fyfe’s apology was general and guarded, saying sorry for the lack of compassion and support to the victim’s families. Fyfe didn’t acknowledge the airline’s culpability for the Erebus crash and therefore he avoided accepting Justice Mahon’s findings. He stayed on script.
Coincidental circumstances aside, the ironic visual pun of the CEO of an airline —who would refuse to accept responsibility for criminal negligence, at best, nearly three decades prior — being cast for the role in the Nothing to Hide ad campaign to play a baggage handler with the livery painted on his body, was truly ‘uncanny’.
If ever there were ‘an emperor with no clothes’ moment, this Nothing to Hide ad laid out the metaphor with the boss’s ‘body suit’. In effect, Robert Ian Fyfe was ‘served’.
Where Fyfe’s body was painted to cast him as a baggage handler ahead of the 30th anniversary of Erebus, Ron Chippendale’s body got mangled while out on his morning walk on February 12 2008. Chippendale was run down by an out-of control car. The police appeared to believe the driver was at fault, but didn’t seem to consider if the car was hacked and directed by remote control to plough into the former air inspector.
Ergo, the possibility that a metaphor-laden assassination to frame the blame, in effect, as ‘auto-pilot error’, appeared to be ruled out due to an apparent lack of imagination.
Coincidentally, on that day, 99 years prior, a passenger steamship SS Penguin struck a reef after setting out from Picton in clear conditions for Wellington. As the weather deteriorated, and familiar landmarks disappeared, Captain Francis Naylor set a course to steer clear of danger, changing course to ride out the storm, but SS Penguin struck rocks. And while sinking in heavy seas, life-rafts were filled with women and children, but they capsized, and 75 mortals perished. An inquiry blamed the Captain. A plaque was mounted close to the probable site to mark the tragedy at its centenary in 2009.
So, one year before the SS Penguin sinking centenary for which the captain was blamed rather than the harbour masters, the Erebus air investigator who largely let the airline and the regulator (his employer) off the hook, died in an ‘accident’ due to driver error.
Therefore, it would appear that dark humour was woven into the uncanny demise of Ron Chippendale, especially since the Antarctic Flights were marketed with penguins.
Chippendale, I contend, was a risk since on the 10th anniversary, it was reported he said Air NZ stuck to the flight altitude argument to limit its insurance liabilities.
Since the 30th anniversary of the Erebus disaster also coincided with the first anniversary of the A320 accident, Fife also spoke about Perpignan. In a 2009 letter to the Erebus families, Mr Fyfe said: “It was the experience of that accident [Perpignan] ... that caused me to reflect on many of the gaps and failings that occurred in the days, months and years after November 28, 1979.” The ‘acceptance rituals’ dragged on.
On March 1st 2018, Air New Zealand appeared to use another in-flight safety video to ‘test the waters’ ahead of a planned ‘full’ joint apology to the ‘Erebus Families’ from the airline and the government. The safety video, which was in part filmed on Ross Island, featured scenes of Antarctica, including Scott Base, McMurdo Sound and its mountains, as well as explorer Ernest Shackleton’s Hut, whose party made the first ascent of Mount Erebus and the discovery of the approximate location of the South Magnetic Pole, reached on 16 January 1909. Eric Houghton, whose father died in the Mount Erebus crash, wrote of his shock to learn from an email — that some ‘Erebus Families’ periodically receive from Air New Zealand — the airline were seeking feedback on the planned safety video. Houghton stated “in the parlance of our time; the optics [were] terrible.” He advised the airline against pursuing the video production, which predictably caused controversy. Houghton wrote in his opinion piece to The Spinoff that he surmised the airline was saying “it is time to move on.”
Therefore, on Chris Luxon’s watch — as ‘chief baggage handler executive’ of an airline that was still 53% state-owned, and of which he was the 18th largest shareholder — Air New Zealand had used a safety video to manufacture consent for ‘acceptance’.
Christopher Luxon resigned his post as CEO of Air New Zealand on 19 June 2019, or precisely seven years to the day, after he was named the airline’s chief executive officer. Luxon opined that a mixture of public and private sector ownership of an airline meant it was possible to benefit from the best of both worlds. The tabling of his resignation was also 39 years to the day that Muldoon released a report into the collision of the Air NZ DC-10 with Mt Erebus in 1979. The report was a cover-up.
Spookily, the release of the white-wash report by the Chief Inspector of Air Accidents appeared to be uncanny timing given that it was 40 years to the day that the Royal Mail Ship, Niagara sank off Bream Head, 19 June 1940, when it struck German mines.
Since Muldoon had released the ‘Chippendale Report’ at 11:59pm on 19 June 1980, it would appear that Luxon was signalling his was ejecting from the airline’s top officer seat, before the 40th Erebus Anniversary rolled around. Otherwise, the optics of Luxon as CEO fronting an apology ritual with the current prime minister would look awkward, given that he was made Chairman of Ardern’s inaugural 13-member Prime Minister’s Business Advisory Council in October 2018. Apologizing at the 40th anniversary would’ve crashed with his ambition to be prime minister by revealing its fake sincereity, since the whole point of Luxon being annointed as chair of the PM’s Business Advisory Council, was to signal a political marriage to secure succession.
So, New Zealanders have a prime minister who ‘ejected’ before the 40th anniversary, 39 years to the day after Muldoon released Chippendale’s white-wash report into the collision of the Air NZ DC-10 with Mt Erebus in 1979. And in turn, the Muldoon’s release of Chippendale’s white-wash report occurred 40 years to the day after the RMS Niagara sank on 19 June 1940, when it struck German mines. Cue Pinky and the Brain.
Recall how Air New Zealand’s heritage stemmed from the formation of Tasman Empire Airways Limited, which was registered in Wellington on April 26 1940, with the purpose to transport mail, passengers, and cargo across the Tasman Sea between Australia and New Zealand, during World War II? Ergo, it appears Muldoon consciously released the Chippendale’s white-wash report on the potent historic date on which the main marine competitor to Air New Zealand’s forerunner airliner, was sunk by German seamines off the coast from Whangarei Harbour. Was Muldoon codifying by this report drop, that he had become privy to a German intelligence plot to crash TE901, and so, the upcoming Royal Commission required vigilant eyes?
Not surprisingly, in late November of 2019, when Prime Minister Jacinda Ardern ‘apologized’ before the ‘Erebus Families’ who had lost loved ones 40 decades prior — her performance was an encoded acceptance ritual. Ardern ‘apologized’ for the Government’s lack of compassion, the negligence of Air New Zealand and by implication, the cover-up, since the airline was 100% state-owned at the time.
But, Ardern’s deployment of the five letter adjective was a faux apology consistent with highly functional narcissistic sociopaths, who are addicted to harvesting emotional supply and whose egos seek careers to fill an insatiable appetite for manipulation.
Later, Ardern disclosed in an episode of the podcast, ‘White Silence’ produced for the 40th Erebus anniversary, she had not only read the reports. Ardern had also studied the archived testimonies, notes, and documents. In other words, the daughter of a former police district deputy-commander gained insights into how to restrict a Royal Commission, in 2018. The same year, the State Services Commission conducted a restricted probe into state and private sector surveillance incursions, despite Labour’s pre-election promises to reign in the Police, SIS, GCSB and the use of PI firms.
Therefore, the PM became very familiar with the wide-ranging Erebus Royal Commission, in the same year she appointed Luxon to head her Business Advisory Council. Moreover, this familiarity meant Ms Ardern — as the Minister of National Security and Intelligence — knew how to control probes. And with an under-graduate communications degree, sponsored by the New Zealand Freemasons, the prodigee of the WEF Young Global Leaders Program also knew about perception management.
Conclusions to Into the Erebus Abyss
The tale of the ‘Mount Erebus Disaster’ has characteristics of a deux ex machina event, that burst ‘out of the blue’ to rescue an impossible impasse in a bigger meta-conflict to achieve over-arching meta-objectives. It appears as if a ‘Morse Code’ message was delivered to New Zealand’s Establishment to move bureaucratic mountains for the planned trans-corporate heist of the economy, since mountains can be moved at short notice. And, in turn, I contend, Western Élites attuned to such coded communications, were jolted to get ‘aboard’ with removing obstacles to the development of ‘market economies’. The dark humour that appears to have been deliberately embedded in the crisis, with the metaphors, historical riffing and the roles of various characters seems to be too uncanny to be merely coincidence. Cue The X-Files theme tune.
The detectable dark forces behind this low-grade war also appear to have inflicted several coups d’état with hidden trojan horse plot twists, apparently starting with the ‘Mount Erebus Disaster’ of 28 November 1979. Like a flaming sword, a DC-10 jet was ‘accidently’ programmed to slam into a 13° slope below Fang Ridge of a volcanic mountain — reported at the time to have been 13,000 feet high and named after a British bomb-ship, that had collided with its companion ship, HMS Terror on 13 March 1842 in a storm. Damage control quickly set in at Air New Zealand, at Civil Aviation and at the Beehive that very evening. Thus, commenced four decades of ‘acceptance rituals’ that culminated in the prime minister’s faux apology to Erebus Families for the state’s coldness, while a tightly restricted Royal Commission into the Christchurch Mosques Massacre of 2019 commenced on Ardern’s callous watch.
And isn’t it incredible that the Mosques Massacre arrived out of the blue like a deux ex machina plot device to resolve a chasm opened up 33 years prior, by the French DGSE’s Operation Satanic to sink the Rainbow Warrior? Cue Pink Panther theme tune.
It’s as if the archipelago became a set for a Gladio-style ‘strategy of tension’ that would feature cunning trojan horse plot twists beyond the imagining of naïve newsrooms.
The poor governance of Air New Zealand’s Antartica Flights by the Civil Aviation Division, as well as the poor oversight by the airline’s flight division, the navigation section and flight dispatch indicates a structure of contrived ignorance was in play.
As U.S. litigator David Luban suggested more generally, screening actions and so-called unwitting misdeeds need to be viewed as a unitary whole rather than separated by time-frames. As I mentioned in part 1, Luban proposed viewing the version of the self that wittingly performed screening actions to preserve his own oblivion as the principle actor, while the agent is the later self at the time of the unwitting misdeed, who effectively ratifies the earlier self’s choice to compartmentalize or screen off potential knowledge of wrongdoing. Thus, the series of unbelievable ‘administrative blunders’ look like screening actions to sponsor the subsequent epic ‘unwitting misdeed’.
I also stated: “[c]overt operations may be a ‘trojan horse’ snuck into public projects. A key feature of covert operations is codified symbolism to signal authorship, narrative, and scapegoats, as well as to warn, to telegraph trajectory and to convey psychotic humour. Resets are inflicted as mechanisms to re-assert control over structural forces, including technological innovations — because without such periodic resets, the planet’s ‘Overlords’ would lose command over their systems of hierarchical power.”
The collision of Air New Zealand Flight TE901 on November 28 1979 looked, slinked and smelt like air terrorism inflicted to scare New Zealand’s ruling families to get on board with the planned corporate heist of the economy. Cue Pinky and the Brain tune.
Tellingly, precisely one year prior to the awkward 30th Erebus Anniversary, Air New Zealand lost an Airbus on an ‘acceptance flight’ flying over the Mediterranean Sea to test its airworthiness. The cause of the crash of Flight 888T was determined to be ‘pilot error’, which was ironic since the body of the Airbus A320 had been repainted with Air New Zealand’s livery as part of a handover from a German charter firm XL Airways, who leased the jet. The paint crew used hoses instead of dry clothes to wipe off the paint dust. This ‘sloppiness’ interfered with the flight sensors.
Ironically, six months after Flight 888T dunked into the Mediterranean Sea, Air New Zealand’s gay chief executive, Rob Fyfe, played a baggage handler in an ad campaign, titled ‘Nothing to Hide’, featuring the airline staff posing nude, with bodypaint costumes. Ergo, the Air New Zealand CEO would act like the airline had nothing to hide at the 30th anniversary and perform a limp-wristed apology to script.
The cause of the crash of Flight 888T was determined to be ‘pilot error’, which was ironic since the body of the Airbus A320 had been repainted with Air New Zealand’s livery as part of a handover from a German charter firm XL Airways, who leased the jet. The paint crew used hoses instead of dry clothes to wipe off the paint dust. Thus, ‘sloppiness’ interfered with the flight sensors was an ‘error’. The historical riffing seem to be themed and adds weight to my supposition that ‘history rhymes rather than repeats’, like ‘poets’ posting portentous ‘prophecies’ consistent with game theory.
In part 1, I showed the date of fatal flights’ TE901 and 888T carry historic potency. On 28th November 1910, the Terra Nova sailed from Port Chalmers. It would be Captain Robert Falcon Scott’s last Antarctic expedition. The ship’s name also carries potency.
Scott’s party of five died on the return journey from the pole; some of their bodies, journals, and photographs were found by a search party eight months later.
Therefore, the maritime-aviation navigation metaphor imbued in the date November 28 carries potency. Since the degree of Captain Jim Collins’s personal culpability in the crash of Flight 901 remains controversial, while the degree of the Air New Zealand navigation section’s culpability, in particular, was rescued by Superintendant Brian Wilkinson, who shut down the police investigation without any prosecutions.
Moreover, the demise of Flight 888T off the coast of France remains controversial since the pilots of the acceptance flight in essence accepted what the flight instruments were showing after the jet’s skin had changed it’s appearance, like an old world chameleon lizard. It appears long overdue that ‘air accidents’ probes cease to carry on without an awareness that the causes of such fatal flights may be due a delusion that the civil aviation industries cannot be penetrated by an intelligence network skilled in air terrorism. Does the ‘carry on’ baggage contain such plans?
The degree of Scott’s personal culpability and, more recently, the culpability of certain expedition members, remains controversial. Mount Terra Nova, on Ross Island, lays halfway between Mount Erebus and Mount Terror, that were named after two British Royal Navy’s bomb ships, HMS Erebus and HMS Terror, and that had been refitted for exploration, and become entangled on March the 13th 1842 in an Antarctic storm.
At the time, the British and Americans were racing to chart the Antarctic coastlines.
According to official accounts, this collision between HMS Erebus and HMS Terror is said to have occurred amid a storm when an iceberg became suddenly visible, causing HMS Erebus to take immediate evasive action by altering course into the path of HMS Terror. HMS Erebus was commanded by Captain James Clark Ross.
The coincidence of the flight briefing attended by the captains who would pilot the fatal 901 flight, that took place on November 9, which was the historical date that Captain James Cook and astronomer Mr Green, made their calculations in 1769 from measuring the Transit of Mercury across the sun, to fix the near-precise location of New Zealand on a world chart — is remarkable. Cue Scooby Doo theme tune.
Is it not incredible that the over 500 errors, inactions and omissions that led to the Erebus Crash seemed to riff off Captain Cook’s subterfuge when he created fabrications, omissions and errors in his journals, charts and maps to retain advantage for the transmarine empire? Especially, given the crash seemed to be the catalytic event that catapulted the archipelago to be a test facility to stage economic heists.
Therefore, the possibility arises that this date, November 9, was chosen as a weaponized signal that an air terrorism plot was advancing toward closing the trap.
After all, the charged potency heightens when the historical reference to the Antarctic Flights’ start date, is recalled. The first Antarctica Flights marketed by Air New Zealand took place on 15 February 1977. Since the day 15 February in 1882 became a date of national pride for nailing the world’s exported frozen meat shipment by sea, it would appear the inaugural Air New Zealand TE901 flight takes on a new spookiness.
Recall that while first frozen meat shipment was en route from Port Chalmers to Britain, the Dunedin’s Captain almost froze to death in the ship’s hold while sawing extra holes to improve air circulation, as the vessel was becalmed in the sunny tropics?
And how uncanny that precisely one year before the SS Penguin’s sinking centenary for which the captain was blamed rather than the harbour masters, the Erebus air investigator who largely let the airline and the regulator (his employer) off the hook, died in an ‘accident’ — due to driver error. After all, wasn’t it also uncanny that precisely one year prior to the awkward 30th Erebus Anniversary, Air New Zealand lost an Airbus on an ‘acceptance flight’ flying over the Mediterranean Sea to test its airworthiness. Particularly since the cause of the crash of Flight 888T was determined to be ‘pilot error’. The irony deepened in 2009, when Air New Zealand launched an ad campaign, titled ‘Nothing to Hide’, featuring airline staff posing nude, with bodypaint costumes, including the chief executive, Rob Fyfe, who played a baggage handler.
Therefore, it would appear that dark humour was not only woven into the uncanny demise of Ron Chippendale, especially since the Antarctic Flights were marketed with penguins. But also into the crash of Flight 888T into the mediterranean off the coast of France, especially since Air New Zealand’s CEO appeared as a baggage handler in the ‘Nothing to Hide’ ad campaign that was launched five months out from the 30th anniversary of the ‘Mount Eerebus Disaster’. The sudden demises of Chippendale and Flight 888T appear to have been signals intelligence to communicate threats to those still alive, who were associated with the cover-up of TE 901. The encoded metaphors seem to cue to those attuned to such codified messages, that pretending there was nothing to hide was a matter of self-preservation, since a sinister force is still at-large.
It’s as if a sorcerer stole the souls of Shakespeare and Dante, to conjure them into twisted intelligence agents, to script psychodramas with the South Pacific archipelago set as a haunted theme park. After all, the eerie legacy of a DC10 as a ‘flaming sword’ slamming into Erebus, in effect, time travelled like a threatening dagger on the 29th anniversary of the Erebus crash, to ensure that New Zealand’s Establishment stayed on script, lest all hell broke loose. When it is recalled that in Greek mythology, Erebus was the son of Chaos, the personification of darkness, and the name given to the caverns on the way to Hades, or Hell, it is spooky to learn that the crash site on Mount Erebus is officially classified as a tomb. The wreckage acts as an eerie talisman.
Indeed, it appears the over 500 errors, inactions and omissions that led to the Erebus Crash amounted to metaphor-laden air terrorism rather than an ‘accident’.
And it would seem the isolated South Pacific archipelago became a staging ground for a novel trojan horse coup d’état, and a lightening-rod to the Western Élite Class, to get aboard forging a world super economy by moving bureaucratic mountains.
Indeed, it appears the spookiness of a crash site strewn with wreckage in effect ‘processed’ the ruling families of the West as a group mind, that mountains can be moved in front of aircrews at short notice. And while the wreckage remains as an eerie talisman on Mt Erebus, vast swathes of humanity suffer from symbol illiteracy.
See also part 1 of the Snoopman Files series: “Terror Archipelago Down Under?”
Back when Steve Snoopman was ‘Snoopboy’, he delivered the Auckland Star during the dark days of the Reagan White House. Later he forged his superpower to ‘Thunk Evil Without Being Evil’ while writing a thesis on the Global Financial Crisis. Upon quipping that Batman failed to bust any Gotham banker balls — since his ass is owned by DC Comics — he consequently realised New Zealand needed a Snoopman.
Editor’s Note: If we have made any errors, please contact Steve ‘Snoopman’ Edwards with your counter-evidence. e: steveedwards108[at]protonmail.com
Steve Snoopman also posts on Snoopman News [at] https://snoopman.net.nz/