D-Notice

Treaty Opening The Danish Straits, 1857 * -------------------------- No ship of any kind may, under any pretext whatsoever, be subjected to detention or obstruction at the passage of the Sound or the Belts -------------------------- TREATY between Great Britain, Austria, Belgium, France, Hanover, Mecklenburg-Schwerin, Oldenburg, Netherlands, Prussia, Russia, Sweden and Norway, and the Hanse Towns, on the one part, and Denmark, on the other part, for the Redemption of the Sound Dues.—Signed at Copenhagen, March 14, 1857. [Ratifications exchanged at Copenhagen, March 31,1857.] SA Majeste la Rcine du Royaume Uni de la Grande Bretagno efc d'lilandc, Sa Majeste 1'Empereur d'Autriche, Eoi de Hongrie et de Bohême, Sa Majesté le Eoi des Belges, Sa Majesto 1'Empereur des Français, Sa Majesté le Eoi de Hanovre, Son Altesse Eoyale le Grand Duc de Mecklembourg-Schwerin, Son Altesse Eoyale le Grand Duc d'Oldenbourg, Sa Majesté le Eoi des Pays-Bas, Sa Maje

May 28, 2008 One of Our Aircraft Isn’t Missing At 11:43 am on the morning of 9/11 WCPO radio in Cincinnati posted an AP article titled "Plane Lands in Cleveland; Bomb Feared Aboard" 1 concerning the strange occurrence of a commercial airliner making an emergency landing at Cleveland Hopkins Airport due to a bomb threat. AP reported that Mayor Michael R. White of Cleveland had identified the aircraft as a 767 out of Boston. Mayor White added that the aircraft had been moved to a secure area of the airport and evacuated. Why, one might ask, do I consider it strange that a commercial airliner experiencing a bomb threat would be diverted and landed before it reaches its destination? Strange because the AP article identified the aircraft in question as United Airlines (UA) Flight 93, the very Flight 93 that crashed in Shanksville, Pa at 10:03 AM. In the third paragraph AP reports, "United identified the plane as Flight 93." 2 Now as it happened Delta Flig

June 4, 2008 The NORAD Papers Testifying before the 9/11 Commission General Richard Myers, Chairman of the Joint Chiefs of Staff, told the commission in response to a question on NORAD’s failure to anticipate the 9/11 attacks: " I can't answer the hypothetical. It's more - it's the way that we were directed to posture, looking outward." 1 This is utterly false. As we will see below NORAD, since its inception in 1958, was tasked to monitor and intercept aircraft flying over American and Canadian air space seven days a week, 24 hours a day. Members of the 9/11 Truth Movement found General Myers’ testimony on the capabilities of NORAD on 9/11 to be surprising, since it was long assumed that NORAD’s mission was more than "looking outward". However, the 9/11 Truth Movement has been negligent in producing any documents that would confirm their suspicion that NORAD was tasked with watching over and intercepting errant aircraft in American skie

June 11, 2008 If You Can’t Take the Heat, Get Out of the Kitchen A critical missing element in the National Institute of Standards and Technology (NIST) report on the collapse of the World Trade Center towers 1 is the absence of any reference to the three-dimensional thermal conductivity properties of the structural steel network in those buildings, commonly referred to as the heat sink. 2 Thermal conductivity "is the intrinsic property of a material which relates its ability to conduct [transfer] heat." 3 Considering that each tower was made up of approximately 100,000 tons 4 of inter-connective steel, and   "steel has a high thermal conductivity", 5 this neglect by NIST to analyze the towers’ heat sink properties nullifies NIST’s mission to determine why and how the towers collapsed. Each tower edifice was a network of inter-connective steel. The perimeter walls of each tower consisted of 236 structural steel columns (59 columns per side) secur

June 18, 2008 (Updated 8/29/23) Not So Deep Impact                        Click picture for De Martini's observation that the towers could "sustain multiple impacts of                                                       jetliners". [Notice: 1 WTC (North Tower) isn't collapsing in on itself, the structure has turned to particles, where the steel from the tower's skeleton structure is being blown outwards, while massive explosions erupt upwards then overreach the tower's footprint.  It should also be pointed out that the areas above both towers' impact zones must be in-tact in order to implode each tower, their in-tact structures resting atop the otherwise imploded rubble.] [WTC 2 (South Tower) has effectively been severed, the portion above the impact zone now toppling over onto the street below. Not quite. The top section evades the Law of Gravity,  following the path of least resistance, reasserts its upright position, and mysteriousl

June 25, 2008 The Thirty-Four Minute Gap "[If the Air Traffic Control Center sector] has no datablock or other information on it, the military will usually scramble an intercept flight. Essentially always they turn out to be private pilots… not talking to anybody, who stray too far outside the boundary, then get picked up on their way back in. But, procedures are procedures, and they will likely find two F-18s on their tail within 10 or so minutes." -- Air Traffic Control Center, ‘ATCC Controller’s Read Binder’, Xavier Software, August 1998. On October 25, 1999 at 09:19 EDT a Learjet Model 35, registration N47BA, departed Orlando International Airport, Orlando, Florida bound for Dallas-Love Field, Dallas, Texas with four passengers on board, including U.S. Open golf champion Payne Stewart. 1 After several radio exchanges with Jacksonville Air Route Traffic Control Center (JARTCC), JARTCC at 09:33 EDT instructed N47BA to change radio frequencies and contact another JA