HOW BUSH. CHENEY AND ROVE KILLED A MAVERICK SENATOR
I stuck in their craw. I wouldn't take orders.
In school I was a smart ass, I was left of
center. But kill me and my entire family?
That's some serious overkill Sen. Paul Wellstone: More Proof of Assassination
Wednesday, September 21st, 2011
Jim Fetzer (with Dennis Cimino)
The day of the Wellstone family crashing, a Friday, I was being interviewed in my office
at the University of Minnesota Duluth about the death of JFK by a
reporter for a weekly alternative newspaper in Duluth, THE RIPSAW.
We listened to intermittent reports about the WELLSTONE tragedy, including
that emergency workers had not had access to the plane, which was
still burning hours after the crash. This led me to ask myself,
'So how do they actually know that he is dead?' When we ended our
conversation several hours later, he remarked that the contents of
the 'black box' should be important. I told him there wouldn’t be one.I would compose 10 columns for another alternative paper, READER
WEEKLY, which are archived on assassinationscience.com, co-author a
book about his death with a Native American scholar from Northern
Arizona University, Don 'Four Arrows' Jacobs, AMERICAN ASSASSINATION
(2004), and fly from Australia to Minnesota a close friend and
collaborator on JFK research, especially in relation to the Zapruder
film, John P. Costella, Ph.D., a physicist with electromagnetism as
his area of specialization, where he and I would explore the crash
site together in the dead of winter, picking up pieces of the charred
wreckage in 35*F below weather.Suspicious Early Reports
News reports that evening emphasized the weather, including snow and
freezing rain - which some of us thought was a bit odd, since the
weather had seemed no better or worse than usual for this time of
year. The next day, Carol Carmody, the head of the NTSB team
investigating the crash, would report that the FBI had advised her
that there were 'no indications of terrorist activity'. I thought that
was also odd: since the NTSB had yet to determine the cause of the
crash, how could the FBI possibly already know? Surely you cannot know
that there was no terrorist involvement when you do not yet even know
the cause of the crash.John Costella and me near crash site
The NTSB would spend a day and a half searching for the black box,
which, it would later conclude, had never been on the plane. Reports
were circulating that the cause of the crash might never be known.
But the circumstances of the death of the most out-spoken progressive
in the United States Senate, only 10 days before an election, whose
outcome would determine the control of the Senate, was troubling to
many Minnesotans. A survey that evening by THE ST. PAUL PIONEER PRESS
would show that 69% of the respondents thought his death was the
result of 'a GOP conspiracy.'Others shared those sentiments. Michael I. Niman, a professor from
Buffalo State College, would soon publish a column raising the
possibility that Senator Wellstone had been murdered. Christopher
Bollyn, of americanfreepress.com, observed that the FBI had arrived
on the scene from the Twin Cities surprisingly fast, seemingly
too fast in relation to what might have been expected. Using
very minimal times, I would later calculate that, for its 'rapid
response team' to have arrived at the scene by noon, it would have
had to have left St. Paul around 9:30 that morning, about the same
time that the Senator’s plane was departing for Eveleth-Virginia
- which would be an extraordinary feat of prognostication.The Political Context
Niman was clearly right about the political motives of the White
House for taking him out; the question was whether it was reasonable
to suppose it might go that far. In this context, a report from
Michael Ruppert, fromthewilderness.com, was especially disturbing,
when he explained that he had been contacted by a former CIA
operative familiar with the conduct of assassinations, who told
him it had been a hit and 'having played ball (and still playing,
in some respects) with this current crop of reinvigorated old
white men, these clowns are nobody to screw around with. There
will be a few more strategic accidents. You can be sure of that.'Carol Carmody and the FBI on the scene
If this meant the possibility of assassination could not be
discounted, none of these circumstances, suspicious though they were,
established what had or had not happened to Paul Wellstone. But local
pilots and other experts were perplexed. Some observed that a King Air
A-100 simply does not go down, even in snow or freezing rain, which
were exaggerations of the state of the weather to begin with. Others
speculated 'something unexpected must have happened' to cause the plan
to crash during an ordinary approach, possibly by something like
impacting with a gaggle of geese or tossing a propeller into the
fuselage.Most significantly, there had been no call of distress. No goose parts
or feathers were ever found and the propellers were still attached to
the engines. According to an independent study conducted for the NTSB,
they had been set to idle at impact. But engineers have explained to
me that props continue to turn even after a loss of power from the
pressure of air currents in the atmosphere.The Pilots were Qualified
The King Air A-100
The pilots soon became the focus of attention, where stories emanating
from the NTSB suggested that they might have been at fault. The
principal pilot, Richard Conry, however, had 5,200 hours of flight
experience and the highest possible civilian rating short of astronaut
as an Air Transport Pilot. He had even passed his FAA 'flight check'
just 2 days prior to the fatal flight. By the government’s own
standards, Richard Conry was highly qualified to fly a King Air A-100.Another oddity about the early reports is that they excluded
information about the pilots, reporting only that there were 2 other
crash victims apart from the Senator, his wife, his daughter, and
3 aides. If you thought about it, the 2 who were unidentified
had to be the pilots. The co-pilot, Michael Guess, although not as
highly qualified as Conry, was also instrument qualified, which meant
that the probability of pilot error had to be substantially less than
if only 1 pilot had been involved. Nevertheless, when the NTSB would
release its report more than a year later, it would conclude that the
crash had been caused by 'pilot error'.Capt. Richard Conry, Pilot
In the meanwhile, I began authoring columns about the crash for READER
WEEKLY, another alternative newspaper in Duluth. What had struck me
about the crash was the apparent cessation of communication
commensurate with the loss of control, an event that had happened
shortly before the crash, which took place about 10:20 AM. The
possible causes I considered were a small bomb, a gas canister, or
some type of high-tech weapon in the RF (radio frequency) or EMP
(electromagnetic pulse) family. An advantage of such weapons is that
the public generally does not know they exist.The Cell Phone Anomaly
I received email about the crash from many sources, including 2
photographs from Steve Filipovitch, a pilot himself, who had been on
the ground roughly 10 miles from the airport about 25 minutes before
the crash. He described the weather as pleasant with visibility about
3 miles with a 500-1000 foot ceiling. There was no ground wind. He
said that 'experienced pilot(s) could handle these conditions very
easily'. He sent along 2 photographs he had taken, time stamped,
'9:57 AM' and '9:58 AM'. Other planes had landed at the airport
earlier that morning with no difficulties. And the NTSB would
eventually clear both the weather and the plane.Equally striking was an email I received from John Ongaro, who works
for the City of Duluth. Ongaro had been traveling to the same funeral
that the Senator was flying in to attend and was only a few miles from
the airport on Highway 53 when he received an odd cell phone call.
'When I answered it, it sounded like a cross between a roar and a loud
humming noise.' The sound seemed to be oscillating. He asked if I
thought it might be related to my EMP hypothesis, so I asked him if he
could check his cell phone records. They confirmed the call had come
at 10:18 AM.Ongaro has now told me that there is a 'dead zone' for cell reception
in that area. But contact was made as the records show. And, an expert
on electromagnetism, John Costella, Ph.D., has informed me that strong
interference such as he experienced indicates that there was a high
level of electromagnetic radiation in the area at the time. The
humming and oscillating indicate that the source was man-made and
coherent. Given there are no obvious sources of high-level radiation
in the area, he believes electromagnetic jamming or weaponry are very
plausible explanations.The Bluish-White Smoke
Gary Ulman, the Eveleth-Virginia Airport manager, had been present
when the plane clicked on the airport lights to indicate it was coming
in for a landing. It was about 30 minutes after its approximate time
of arrival at 10:20 AM that a possible crash warning alarm sounded. He
took off immediately, looking for the crash, which he located about 2
miles southeast of the airport in a densely wooded, swampy area. The
smoke from the crash was bluish-white in color and indicative of an
electrical fire, rather than coarsely black in color and indicative of
a kerosene-fuel-based fire.The bluish-white smoke at the crash scene
This lends further weight to the hypothesis of an electromagnetic
attack, which can overload and literally fry the electronic components
in an aircraft, in exactly the same way that microwaves heat a meal or
a bolt of lightning can cook a tree. (Microwaves are simply electronic
waves that are higher in frequency than radio waves.) And local
residents reported that they had found their garage doors open that
day, even though they had not opened them, which, like the cell phone
anomaly, appears to have been another 'spill over' effect of the use
of a high-tech weapon.In a King Air A-100, it can take out the CDI (course deviation
indicator) that the pilot uses to head the plane toward a homing
signal, its landing gear (which could still be lowered manually), its
stall warning system, deicing mechanism, and fuel heating process.
Even without these systems, the plane might still be flown, with or
without power. However, if the radiation is strong enough to disable
the pilots - think of sitting inside a microwave oven! - they could
be rendered unconscious, incapable of voluntary muscle control,
or even dead. The plane would simply continue to descend,
effectively pilot-less.The NTSB Report
According to the NTSB’s final report, the crash occurred because the
pilots lost track of their airspeed and altitude and simply allowed
the plane to crash. The NTSB even accused Conry and Guess of gross
incompetence. 'One of them should have been monitoring the
instruments,' said Bill Bramble, a human performance investigator for
the NTSB. This assumes the pilots were not incapacitated. NTSB board
member Richard Healing pointed out that the report did not say how the
pilots missed these red flags or why they failed to make adjustments.
'We don’t know why,' Healing acknowledged. 'It’s quite speculative.'Its conclusion was especially disturbing insofar as the NTSB’s
own simulations, which included flying a plane at abnormally slow
speeds, couldn't bring it down. That by itself should have forced
consideration of other possible causes, including sabotage. But
exploring non-accident alternatives appears to have been precluded
by policies that require the Attorney General to declare a crash
site 'a crime scene' before it can be investigated as the scene of
a crime. Indeed, it might come as some surprise that NTSB reports
are not even allowed as evidence in courts of law. They appear to
have no legal standing."The temperature on the ground was pleasant with my estimation of
visibility was 3 miles with a 500 to 1000 (foot) ceiling. There was no
ground wind. Experienced pilot(s) could handle these conditions very
easily."If the only alternatives under consideration were that the plane, the
pilots, or the weather were to blame, then one would lean toward
blaming the pilots. The plane is the 'Rolls-Royce' of small aircraft
and the weather was no problem. But the NTSB’s own evidence
contradicts its findings. The location and position of the aircraft
show the plane was on a path opposite to that of a runway approach.
That could have happened in more ways than 1 if the pilot’s had lost
control.The Pilots as Patsies
The NTSB concluded that the pilots had allowed the plane to stall. But
the A-100 is equipped with a stall warning alarm that makes a very
loud sound when the plane is at risk of stalling, which would only be
ignored if the pilots were incapacitated. The NTSB conducted its
studies using a simulator with a weaker engine than the A-100, using
pilots from the same charter service, and duplicating its flight path.Even when the plane was slowed to abnormally low speeds, the
pilots could power-up and regain control. They couldn't bring
the plane down. The NTSB’s conclusion might still have been
implausible could they only replicate the crash using such very
highly improbable scenarios. That they could not replicate it
at all is damning. The NTSB’s evidence contradicts its findings.Keeping track of a plane’s altitude and flight speed are the most
basic elements in the flight of any aircraft. It is insufficient for
the NTSB to conclude that 2 experienced and competent pilots simply
failed to monitor them, especially given such planes only require 1
pilot. And it is difficult to imagine why, if something unexpected
happened, the co-pilot would not have sent a distress call, especially
when they were over a wooded and swampy area, where a rapid response
could make the difference between life and death. They were carrying
6 passengers, including a United States Senator.Problems with the NTSB
Were the pilots still conscious? If so, had they lost control of
crucial systems? Why was there no distress call? Why did they not
respond to the stall alarm warning? And why did the plane crash in a
direction opposite to that of the runway? These are the questions that
should have formed the starting point for the NTSB’s inquiry.
According to the official report, the plane was destroyed 'by impact
forces and a postcrash fire'. Hitting trees on its descent, the tail
and wings separated from the fuselage.The tail and wings separated from the plane
Most of the fuel is stored in the wings. Yet only the fuselage was
destroyed by fire. The wings and tail section were not. Why not? It
would seem impossible to know from the wreckage, especially when it
had burned for seven hours, whether an in-flight fire had started or
not. Some witnesses reported a flash of light while the plane was in
the sky, testimony that was disregarded in the NTSB’s report. They
were not allowed to comment at public hearings it never held.
Moreover, the bluish-white smoke was consistent with an electrical
fire, not with a fuel fire.By its own account, the 'airplane descended through the trees wings
level and upright on about a 26° downward flight path angle on a
ground track of about 180°.' This angle is too steep to suggest
anything but a very serious dive, 1 not likely to result from a low
altitude stall but from a plane completely out of control very
abruptly or all of a sudden. This should have been important enough
for the NTSB to emphasize. But it did not. The first responders on the
scene were ordered not to take photos of the wreckage by the FBI. Even
the AP photographer who has asked to remain anonymous had a very
difficult time getting photos and was only allowed 15 minutes at
the crash site, something he said was 'very, very unusual'.An Alternative Explanation
You would think that more photographs would be better, since they
would provide a more complete record. According to the NTSB, 'The
cockpit instrument panel was extensively damaged by postimpact fire.'
But some of this damage might have been caused by a 'preimpact' fire,
which had been ignited by an electromagnetic hit. If this plane had
been taken out by the use of an EMP-type weapon, then that would
explain the loss of communication commensurate with loss of control.
It would explain a preimpact fire. It would explain the blue smoke.The fuselage and its contents were reduced to charcoal
It could explain why the plane was facing the wrong direction at
impact. It could explain the severe angle of descent. It could explain
the engines on idle. And if a cover up was being implemented to
conceal the true cause of the crash, that would explain the early
arrival of the FBI. It would explain the prohibition against
photographs. It would explain the reversal of roles between the FBI
and the NTSB. It would explain the inadequacy of this report to
reflect the evidence.Another line of argument supports this possibility. Every aircraft
has its own 'glide ratio' of how far it will remain in flight
horizontally as it loses altitude in vertical descent when it
suffers a loss of power. The plane was at 3,500' above sea level
when communications were last received. The altitude at impact
was 1,350', for a vertical difference of 2,150'. Assuming a glide
ratio of 15:1 for the A-100, this plane could have been in a glide
for the last 6 miles, with a loss of power as early as 10:18 AM.Concealing the Cause
If an electromagnetic weapon had been used, its effects could well
have been evident in the wreckage. These effects - including digital
clocks, for example, that might have stopped at a time other than
that of impact - would have to be obliterated and the surrounding
area combed for incriminating evidence. As it happened, the fuselage
burned for hours and hours while the FBI had control of the scene
and before the NTSB team arrived. Quite a coincidence, especially
when they arrived so promptly on the scene. The bodies, which might
have displayed signs of electromagnetic exposure, were burned
beyond recognition. And the FBI’s assistance in this case was
not acknowledged in the NTSB’s report.Sen. Wellstone Assassination (YouTube)
Scientific reasoning is a pattern of thinking things through that
proceeds through stages of puzzlement, speculation, and adaptation,
ending with tentative and fallible explanation. 1 hypothesis is
preferable to another when the probability of the evidence, if the
hypothesis were true, exceeds the probability of the evidence on
its alternatives. The probability that 2 experienced pilots would
simply ignore their air speed and altitude and allow their plane
to crash - even ignoring the loud sound of the stall warning
alarm - has to be miniscule. But the probability of the evidence
outlined here - most of which the NTSB did not even consider,
much less explain - would be substantial on the EMP hypothesis.Indeed, In its new, 15-part documentary, 'WELLSTONE: THEY KILLED HIM',
(YouTube), snowshoefilms includes testimony from witnesses who heard
what sounded to them like shots in rapid succession. Rod Allen
believes the sounds were coming from inside the plane. That would make
sense if a directed-energy weapon had been blowing the plane’s
computerized systems in sequence. So we have yet another indication
that the plane was taken out by the use of a high-tech, directed
energy weapon. And there are others as well, including the discovery
of a hole in the atmosphere at the altitude where ice naturally forms.How it was done
Dennis Ciminio, a pilot and expert on devices of this kind, has
confirmed that the technology to take out the plane has been around
for decades and that the intense fire - which burned the fuselage but
not the wings, in which the plane’s fuel was stored - was almost
certainly intended to destroy the evidence of how it was done. He has
explained to me the most likely culprit here to put that kind of power
directly onto the plane itself to cause such widespread mayhem would
have been an electronically beam-steered-system, such as Raytheon’s
BFL (Beam Forming Lens) equipped Army jamming system. That is
especially plausible, since Raytheon owns Beechcraft, which makes the
Air King A-100 and would know exactly how it could be taken down.A Raytheon directed-energy weapon
Powerful systems, such as the SLQ-32(V), came into the fore in the
early 1980s and then were also developed for the Army’s mobile use,
the only significant differences being the Army systems did not
require the roll stabilization of the antenna system, as did the
ship-borne systems, and the threat library in the control computer
would have been tailored for ground-based threats the Army would
face and perhaps airborne threats threatening ground forces.The SLQ-32(V) didn’t have to have a special 'threat emitter' in its
library to jam the computerized features of the plane. if the operator
'hook designated' an emitter on the screen using the joystick on the
bull-nose of the console, visible in that picture, he could then
engage that emitter if it fell between the 7 to 17 ghz frequency
range. The Army system most likely had similar frequency capability,
but due to antenna size constraints, probably didn’t go too very far
down into the lower ranges due to the size a BFL would have to be for
those ranges. The core of these systems were BFLs: they were the part
that worked all of the magic for precision beam collimation out in
free space, onto the intended target.Explaining the Effects
In any case, the technology already existed in the early 1980s to
direct a spot beam of highly concentrated RF (radio frequency) energy
on an aircraft or other moving target and maintain it for however long
the target was still deemed to be potentially a threat. The cell phone
anomaly experienced by John Ongaro and its warbling sound indicates
that a tactical jammer was employed that day, which would fit the
Raytheon Army battlefield system based on SLQ-32(V) technology.Rodney heard the sound of gunshots from inside the plane
For the engines to 'go quiet', as John Costella and I explain in 'The
NTSB Failed Wellstone', means that fuel was suddenly cut off and
caused the turbines to flame out. The props on idle - almost in Beta
range - is also unexpected in a situation in which the pilots would
have wanted maximum torque and thrust to be provided to regain a
positive rate of climb. Even the wing flaps, which are electrically
actuated on that airplane, could have been impaired, where asymmetry
issues would have caused serious problems, including the virtually
immediate lost of control.That cell phone means JAMMING with no ifs, ands or buts. The warbling
sound is a jamming technique called WOBULATION applied to the radio
frequency to capture the audio frequency controls in the target
vehicle, post demodulation by the receiving system. Usually it is used
to jam communications systems but it has other uses as well. In this
instance, its use explains the absence of any distress call due to the
loss of the capability for communication from the plane.More than 1 Device
Rodney Allen watched the van high-tail it away
As 'WELLSTONE: THEY KILLED HIM', reports, a white van was observed
departing the area at high speed at approximately the time the plane
crashed. While a directed energy weapon of the kind that was probably
used could not have fit into that relatively small space, it would not
have been difficult to fit a jammer into a van, where its operation
would have only required a few men.The melted area at the altitude where ice forms, moreover, strongly
suggests that the Wellstone plane was taken out using a
satellite-mounted laser, which would have had the effect of melting
the ice at that level. During 1 of my interviews before I had my
current radio program, 'The Real Deal', I had an interview with Bob
Bowman, who earned his Ph.D. in nuclear engineering at CalTech. An air
ace of the Korean War with 101 enemy kills, Bob had served as the
Scientific Director of the 'Star Wars' program under Presidents Ford
and Carter.When I asked him about the militarization of space at the time, he
was reticent and unwilling to address it. But within a few weeks,
he was acknowledging that the 'Star Wars' program had always been
offensive and was only sold to the public as defensive to ensure
its funding. The militarization of space has gone on unimpeded
ever since, where taking Wellstone out appears to have involved the
use of at least 2 high-tech devices, 1 for jamming, and the other
to destroy the computerized components aboard the plane, which
caused the 'popping' sounds that witnesses mistook for gun shots.Dennis has suggested that those 'popping' sounds might also have been
caused by fuel arriving at the fuel combustion chambers of the PT6
turbines intermittently and, as the residual heat in the combustion
chambers of these engines periodically ignited small amounts of fuel
arriving from restricted fuel lines, those popping noises may have
been produced within the engine combustors. On this alternative
scenario, the EMP attack against the plane results in both props
shifting to their FEATHER position via their solenoid controls, while
both engines are at a very high torque setting. He believes that the
torsional shock of the engines on the mounts could possibly have made
them twist violently in a manner that could have jerked their fuel
lines from the bulkhead of each nacelle, rendering them with little if
any fuel (hence the popping in the combustion section and annunciated
by the exhaust stacks).Why He was Taken Out
Seymour Hirsch disclosed recently that Vice President Cheney
was running 'an executive assassination ring' from his office in
the White House, where Wellstone appears to have been 1 of his
targets. When we apply scientific reasoning to cases like this,
we discover that the truth may not be what the papers print or
what our government tells us about them. The motivation to take
him out must have been overwhelming. He was pulling away from St.
Paul Mayor Norm Coleman, the hand picked candidate of Karl Rove.
He was defying the odds and threatening the vaunted Bush machine.By October 25, 2002, Wellstone’s lead over Coleman had grown to 6 or 7
points and was increasing. He had told others that Vice President Dick
Cheney had warned him against opposing the administration on Iraq and
that the Bush administration will do whatever is necessary to get you.
There will be severe ramifications for you and the state of Minnesota.
When he did, his popularity soared. Under these conditions, it does
not seem especially difficult to imagine the following conversation:Cheney was running an "executive assassination ring"
Use a small bomb. Detonate it by remote control or a pressurized
device. Better yet, use that new EMP thing. No one will ever think
of that. Make sure you get the feds there right away to clean up the
scene and secure incriminating evidence. Send someone unqualified
to head up the NTSB. It has worked before. It can work again.The situation was serious. To the White House, this guy was a menace.
He might have filibustered the Homeland Security Act. He opposed them
on tax cuts, the SEC, and the war on Iraq. He wanted to investigate
9/11! In the Senate, he had become an obstacle to the exercise of
power. Are there any conceivable ramifications that could have been
more severe than assassinating the Senate’s most liberal member?Proof of assassination is not proof of conspiracy. But the existence
of a cover up is a powerful indication of complicity in a crime. If
the motive and the opportunity are evident, it may be worth observing
that Raytheon not only owns Beechcraft, which manufactures the A-100,
but also makes high-tech weapons of the kind that could have been
used to take it down. Which means that this knowledge was accessible
to the administration. Karl Rove, Dick Cheney, and Donald Rumsfeld
may not have executed this hit personally, but they were in the
position to make it happen. It has taken 40 years to unlock the cover
up in the case of JFK. Surely we can do better for Paul Wellstone.SEE: YouTube - Veterans Today -The Sen. Wellstone Assassination
Jim Fetzer, a former Marine Corps officer, has conducted
extensive research on the plane crash that took the life
of Sen. Paul Wellstone, much of which is archived on his
public issues Web site at http://assassinationscience.com/Dennis Cimino, who has extensive engineering and support
experience with military electronics, predominantly US
Navy Combat Systems, was the Navy’s top EMI troubleshooter
before he went to work for Raytheon in the 1980s.
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