The Jinn

EDUKATIF | The word genie derives from Latin genius, which meant a sort of tutelary or guardian spirit thought to be assigned to each person at their birth. English borrowed the French descendent of this word, génie; its earliest written attestation in English, in 1655, is a plural spelled genyes. The French translators of The Book of One Thousand and One Nights used génie as a translation of jinnī because it was similar to the Arabic word in sound and in meaning. This use was also adopted in English and has since become dominant.

The Door Jinn

 

The Arabic root JNN means "hidden, concealed", as in the verb janna "to hide, to conceal". (This is not to be confused with the Arabic word jannah, which means "paradise").[4][5][6] Arabic lexicons, such as William Lane's lexicon provide the rendered meaning of jinn not only for spirits, but also for anything concealed through time, status, and even physical darkness. In Arabic, the word jinn is plural; jinnī is the singular (and adjective). The feminine form is jinnīyah.

In other cultures, as in the Mythology Guanche (Tenerife, Canary Islands, Spain), also existed the belief in beings that qualify as genies, such as the so-called Gods paredros or Maxios (domestic spirits and nature), the Tibicenas (evil genies) and also demon Guayota (aboriginal god of evil) that, like the Arabic Iblis, is sometimes identified with a genie. The Guanches were of Berber origin in northern Africa which further strengthens this hypothesis.

Amongst archaeologists dealing with ancient Middle Eastern cultures, any spirit lesser than angels is often referred to as a djinn, especially when describing stone carvings or other forms of art.

The pre-Islamic Zoroastrian culture of ancient Persia believed in jaini/jahi, evil female spirits thought to spread diseases to people. However, Zoroaster himself did not believe in the existence of such evil female spirits.

Inscriptions found in Northwestern Arabia seem to indicate the worship of djinn, or at least their tributary status. For instance, an inscription from Beth Fasi'el near Palmyra pays tribute to the "Ginnaye", the "good and rewarding gods" providing a sharp resemblance to the Latin Genius and Juno: The Guardian Spirits.

Types of djinn include the Shaitan, the Ghul, the Marid, the Ifrit and the Djinn. According to the information in The Arabian Nights, Ifrit seem to be the strongest form of djinn, followed by Marid, and then the rest of the djinn forms.

Every person is assigned a special jinn to them, also called a qareen, the jinns that whisper into your soul and tell you to give in to your evil desires. Muhammad's jinn turned into a Muslim jinn, on the recitation of the Qur'an, as the jinn found it very beautiful.[15][16][17] However, the notion of a qareen is not universally accepted amongst all Muslims.

 The King Solomon

(King Of The Kings)

The Quran states that King Solomon (Sulayman) is said to have compelled the Djinn into his service and given them dominion over 25 parasangs of his realm. In his court, the Djinn stood behind the learned humans, who in turn, sat behind the prophets. Solomon’s wife, the Queen of Sheba, was reportedly born of the marriage between a Djinn and a human, some sources suggesting a Djinn named Rayḥāna was her mother. It was this connection to the Djinn that made people apprehensive about Solomon’s marriage to her. They feared that if their master Solomon married a half-Djinn, they would be forced to remain in the service of the offspring of that marriage forever. Thus, to make Solomon fall out of love with her, they told him that she was insane, and that her feet were hairy and resembled those of a donkey.

The Djinn remained in the service of Solomon, who had placed them in bondage, and had ordered their king, Zūba’a, to perform a number of tasks throughout his life. Upon Solomon’s death, however, Zūbaa went to the places where his subjects were toiling, and called out to them to stop working. They happily obeyed, and one of them carved a message in stone, enumerating what they had built during their servitude.

The Cloud Jinn

In Islamic theology jinn are said to be creatures with free will, made from 'smokeless fire' by Allah in the same way humans were made of earth.[10] According to the Qur'an, Djinn have free will, and Iblis used this freedom in front of Allah by refusing to bow to Adam when Allah told Iblis to do so. By disobeying Allah, he was thrown out of Paradise and called “Shaitan”. Djinn are frequently mentioned in the Qur'an, Sura 72 of the Qur'an (named Al-Jinn) is entirely about them. Another Sura (Al-Nas) mentions Djinn in the last verse.[11] The Qur’an also mentions that Muhammad was sent as a prophet to both “humanity and the Djinn”.[12][13]

Similar to humans, jinn have free will allowing them to follow any religion they choose. They are usually invisible to humans and humans do not appear clear to them. However, jinn often harass and even possess humans, for various reasons, such as romantic infatuation, revenge, or because of a deal made with a practitioner of black magic. Jinns have the power to travel large distances extremely quickly and live in remote areas, mountains, seas, trees, and the air, in their own communities. Like humans, jinns will also be judged on the Day of Judgment and will be sent to Heaven or Hell according to their deeds.

Jinn picture, taking by camera

In several verses in Old Arabic and Old Persian Bible translations, the words: Jinn(جن) Jaann(الجان) Majnoon(مجنون) and Iblees(ابلیس) are mentioned as translations of familiar spirit or אוב(obe) for Jaann and the devil or διάβολος diabolos for Iblees ديأبليس.

In Cornelius Van Allen Van Dyck's Arabic translation of the Bible these words are mentioned in Lev 19:31, Lev 20:6, 1Sa 28:3, 1Sa 28:7, 1Sa 28:9, 1Ch 10:13, Mat 4:1, Mat 12:22, Luk 4:5, Luk 8:12, Joh 8:44 and other verses as well.

Genderuwo

( in indonesia, jinn called Genderuwo)

The social organization of the jinn community resembles that of humans - such as they have kings, courts of law, weddings, and mourning rituals.[19] Muhammad reportedly divided jinn into three classes: those who have wings and fly in the air, those who resemble snakes and dogs, and those who travel about ceaselessly.[20] Abd Allah ibn Mas'ud (d. 652), who was accompanying Muhammad when the jinn came to hear his recitation of the Quran, described them as creatures of different forms; some resembling vultures and snakes, others tall black men in white garbs.[21] They may even appear as dragons, onagers, or a number of other animals.[22] In addition to their animal forms, the jinn occasionally assume human form to mislead and destroy their human victims. One such jinni who had assumed the form of a beautiful woman was identified because of her beastly feet by her human victim, who killed her by throwing a rope around her neck and dragging her behind his camel.[23] This type of jinn is called mardāzmā, (tester of men) among the Baluch people.[24] Muhammad is also said to have told the jinn that they may subsist on bones, which will grow flesh again as soon as they touch them, and that their animals may live on dung, which will revert back to grain or grass for the use of the jinn flocks.

Ibn Taymiyyah believed the Jinn were generally "ignorant, untruthful, oppressive and treacherous".

Muslims believe that the Jinn account for much of the "magic" perceived by humans, cooperating with magicians to lift items in the air unseen, delivering hidden truths to fortune tellers, and mimicking the voices of deceased humans during seances.

The Lost Atlantis

EDUKATIF | Atlantis started with Plato and in his hands it was never a supercivilization of the sort conjectured by later authors; perhaps in strictly Greek terms it was no civilization at all but rather a fatally luxurious elaboration of an essentially barbarian way of life, for all its inception by a god. At all events, it was no seminal civilization: it wasn't the fons et origo of all later civilizations in the world, indeed Athens was its independent contemporary. Both Atlantis and old Athens were, for Plato, but episodes in the ever ongoing cycle of catastrophes and renewals that he saw as the most rational and scientific interpretation to which the world of human experience could be subjected. For him, science and religion were quite bound up together, so that the natural catastrophes were at the same time eras in which the divine light was withdrawn from the world and the equally natural renewals were times when it returned.

 

So rational and obviously true was this scheme of things to Plato that the "problem" of the real historical location and fate of Atlantis that has exercised so many writers after him would have left him cold, or perhaps amused to think of what he had started. We quoted early in this book several passages of Plato to show how he handled stories in his works.

Atlantis is the subject of a legend about an advanced island civilization that was destroyed or lost. Stories about Atlantis are first mentioned in Plato's dialogues Timaeus and Critias, in which characters say it was destroyed by an earthquake or a tsunami about 9,000 years before the time in which Plato wrote. The story claims Atlantis was somewhere outside the Pillars of Hercules. According to Plato, the story originated with Ancient Egyptian priests.

Some people believe that the stories are fictions made up to serve the purposes of Plato's dialogs. But others take them as if they were serious historical accounts.

There have been dozens — perhaps hundreds — of locations proposed for the classical Atlantis. Some are more-or-less serious attempts at legitimate scholarly or archaeological works; others have been made by psychic or other pseudoscientific means. As continental drift became better understood and accepted during the 1950s, most "Lost Continent" theories of Atlantis have been proven conclusively false.

 

Some cultures have "lost civilization" myths. In some cases, it has been argued that there is a common historical event or real "lost civilization" at the root of some or all of these legends, but there is considerable disagreement between the competing hypotheses. It may be that these legends have arisen from many different historical events, and are only just now being associated by modern theorizers because of their similarity. It may also be that these legends are entirely fictional, but for some reason have arisen and remained popular in many different cultures at different times.

However, anyone who inspects a chart of the oceanic bottoms in the region of Indonesia such as the Ice Age Map of Indonesia shown in Fig. 1 below, will readily concede that the South China Sea encircled by Indonesia indeed formed a continent during the last glaciation, which ended some 11,600 years ago. This chart clearly shows the sunken continent of Lemurian Atlantis in Indonesia, as well as the extensive sunken strip of Indian Atlantis at the Indus Delta.

The map leaves no room for doubt about the reality of what we are affirming concerning Lemurian and Indian Atlantis, one almost wholly sunken, and the other sunken to a very considerable extension. We remark that this map in contrast to most others presenting proposed sites for Atlantis and/or Lemuria is purely scientific, rather than an invention of ours or of others. It is based on the detailed geophysical reconstruction of the seabottoms in the region in question, and portrays the areas of depth under 100 meters, which were obviously exposed during the Ice Age, when sea level dropped by that amount and even more.

In fact, several strictly scientific, similar maps exist, and can be seen elsewhere, inclusive in the Internet. One of these maps, was published in the National Geographic Magazine (vol.174, no.4, Oct. 1988, pg. 446-7) and is reproduced, for comparison, in Fig. 2 below. It shows the world as it was some 18,000 years ago, at the peak of the last glaciation of the Pleistocene Ice Age. As can be seen, this map corresponds quite closely with ours, shown in Fig. 1.

In particular, please note the huge chunk of land, of continental dimensions, to the south of Southeast Asia, and which became sunken when sea level rose, at the end of the Pleistocene. Another sizable piece of land in the Indus Delta, the site of the second Atlantis, also disappeared likewise, at that occasion. No other regions of the world display a similar event, including the Americas (not shown). The conclusion is that Atlantis, if Plato was in fact speaking truthfully, could only have been located in that region of the world.

As both maps above show, a huge extension of continental size prolonged Southeast Asia all the way down to Australia. This continental-sized land was indeed "larger than Asia [Minor] and Lybia [North Africa] put together", exactly as Plato affirms. It is seen to have been about two or three times larger than continental-sized India. It was also far larger than Australia, shown exagerated due to the peculiarities of the projection utilized.

The Indonesian Islands and the Malay Peninsula that we nowadays observe are the unsunken relicts of Lemurian Atlantis, the lofty volcanic mountains that became the volcanic islands of this region, the true site of Paradise in all ancient traditions. The sunken portion of continental extension now forms the muddy, shallow bottoms of the South China Sea.

Scientist Discover The New Planet

EDUKATIF | This is the scene - or may be the scene - on what is possibly the most extraordinary world to have been discovered by astronomers: the first truly Earth-like planet to have been found outside our Solar System. The discovery was announced today by a team of European astronomers, using a telescope in La Silla in the Chilean Andes. If forced bookies to slash odds on the existence of alien beings. The Earth-like planet that could be covered in oceans and may support life is 20.5 light years away, and has the right temperature to allow liquid water on its surface.

This remarkable discovery appears to confirm the suspicions of most astronomers that the universe is swarming with Earth-like worlds. We don't yet know much about this planet, but scientists believe that it may be the best candidate so far for supporting extraterrestrial life. The new planet, which orbits a small, red star called Gliese 581, is about one-and-a-half times the diameter of the Earth. It probably has a substantial atmosphere and may be covered with large amounts of water - necessary for life to evolve - and, most importantly, temperatures are very similar to those on our world.

It is the first exoplanet (a planet orbiting a star other than our own Sun) that is anything like our Earth. Of the 220 or so exoplanets found to date, most have either been too big, made of gas rather than solid material, far too hot, or far too cold for life to survive. "On the treasure map of the Universe, one would be tempted to mark this planet with an X," says Xavier Delfosse, one of the scientists who discovered the planet.

"Because of its temperature and relative proximity, this planet will most probably be a very important target of the future space missions dedicated to the search for extraterrestrial life." Gliese 581 is among the closest stars to us, just 20.5 light years away (about 120 trillion miles) in the constellation Libra. It is so dim it can be seen only with a good telescope. Because all planets are relatively so small and the light they give off so faint compared to their sun, finding exoplanets is extremely difficult unless they are huge. Those that have so far been detected have mostly been massive, Jupiter-like balls of gas that almost certainly cannot be home to life.

This new planet - known for the time being as Gliese 581c - is a midget in comparison, being about 12,000 miles across (Earth is a little under 8,000 pole-to-pole). It has a mass five times that of Earth, probably made of the same sort of rock as makes up our world and with enough gravity to hold a substantial atmosphere. Astrobiologists - scientists who study the possibility of alien life - refer to a climate known as the Goldilocks Zone, where it is not so cold that water freezes and not so hot that it boils, but where it can lie on the planet's surface as a liquid. In our solar system, only one planet - Earth -lies in the Goldilocks Zone. Venus is far too hot and Mars is just too cold. This new planet lies bang in the middle of the zone, with average surface temperatures estimated to be between zero and 40c (32-102f). Lakes, rivers and even oceans are possible.

It is not clear what this planet is made of. If it is rock, like the Earth, then its surface may be land, or a combination of land and ocean. Another possibility is that Gliese 581c was formed mostly from ice far from the star (ice is a very common substance in the Universe), and moved to the close orbit it inhabits today. In which case its entire surface will have melted to form a giant, planet-wide ocean with no land, save perhaps a few rocky islands or icebergs. The surface gravity is probably around twice that of the Earth and the atmosphere could be similar to ours.

Although the new planet is in itself very Earth-like, its solar system is about as alien as could be imagined. The star at the centre - Gliese 581 - is small and dim, only about a third the size of our Sun and about 50 times cooler. The two other planets are huge, Neptune-sized worlds called Gliese 581b and d (there is no "a", to avoid confusion with the star itself). The Earth-like planet orbits its sun at a distance of only six million miles or so (our Sun is 93 million miles away), travelling so fast that its "year" only lasts 13 of our days. The parent star would dominate the view from the surface - a huge red ball of fire that must be a spectacular sight. It is difficult to speculate what - if any - life there is on the planet. If there is life there it would have to cope with the higher gravity and solar radiation from its sun. 

Just because Gliese 581c is habitable does not mean that it is inhabited, but we do know its sun is an ancient star - in fact, it is one of the oldest stars in the galaxy, and extremely stable. If there is life, it has had many billions of years to evolve. This makes this planet a prime target in the search for life. According to Seth Shostak, of the Search for Extraterrestrial Intelligence Institute in California, the Gliese system is now a prime target for a radio search. 'We had actually looked at this system before but only for a few minutes. We heard nothing, but now we must look again.' By 2020 at least one space telescope should be in orbit, with the capability of detecting signs of life on planets orbiting nearby stars. If oxygen or methane (tell-tale biological gases) are found in Gliese 581c's atmosphere, this would be good circumstantial evidence for life.

Dr Malcolm Fridlund, a European Space Agency scientist, said the discovery of Gliese 581c was "an important step" on the road to finding life. "If this is a rocky planet, it's very likely it will have liquid water on its surface, which means there may also be life." 

The real importance is not so much the discovery of this planet itself, but the fact that it shows that Earth-like planets are probably extremely common in the Universe.

There are 200 billion stars in our galaxy alone and many astronomers believe most of these stars have planets. The fact that almost as soon as we have built a telescope capable of detecting small, earth-like worlds, one turns up right on our cosmic doorstep, shows that statistically, there are probably billions of earths out there. As Seth Shostak says: "We've never found one close to being like the Earth until now. We are finding that Earth is not such an unusual puppy in the litter of planets."

But are these alien Earths home to life? No one knows. We don't understand how life began on our world, let alone how it could arise anywhere else. There may be an awful lot of bugs and bacteria out there, and only a few worlds with what we would recognise as plants and animals. Or, of course, there may be nothing. The Search for Extraterrestrial Intelligence Institute uses radio telescopes to try to pick up messages sent by alien civilisations. Interestingly, Gliese 581c is so close to the Earth that if its putative inhabitants only had our level of technology, they could - just about - pick up some of our radio signals, such as the most powerful military transmitters. Quite what would happen if we for our part did receive a signal is unclear. "There is a protocol, buried away in the United Nations," says Dr Shostak.  

"The President would be told first, after the signal was confirmed by other observatories. But we couldn't keep such a discovery secret." It may be some time before we detect any such signals, but it is just possible that today we are closer than ever to finding life in the stars. William Hill said it had shortened the odds on proving the existence of extraterrestrial intelligence from 1,000-1 to 100-1. Spokesman Graham Sharpe said: "We would face a possible eight-figure payout if it were to be confirmed that intelligent life of extra-terrestrial origin exists. We felt we had to react to the news that an earth-like planet which could support intelligent life had been discovered - after all, we don't know for sure that intelligent extraterrestrial life has not already been discovered." The new planet, so far unnamed, is 20.5 light years away and orbits a red dwarf star called Gliese 581. It's got the same climate as Earth, plus water and gravity. A newly discovered planet is the most stunning evidence that life - just like us - might be out there. Above a calm, dark ocean, a huge, bloated red sun rises in the sky - a full ten times the size of our Sun as seen from Earth. Small waves lap at a sandy shore and on the beach, something stirs...

Mystery Of Ogopogo

EDUKATIF | There are a number of similarities between Lake Okanagan in British Columbia and Scotland's Loch Ness. They are both long and narrow and lie at about the same latitude. And they are each famous for their resident monsters.

The best-known Canadian lake Monster, Ogopogo, actually made its media debut long before the Loch Ness Monster. In 1926, seven years before Nessie's came to the public's attention, Roy W. Brown, editor of the Vancouver Sun, wrote, " Too many reputable people have seen [the monster] to ignore the seriousness of actual facts." While there are serious questions about whether there are non-retroactive Nessie sightings before 1930, but there are archival records of Ogopogo's existence going back to 1872 and sightings have been reported regularly up to the present.

The creature is most often described as being one to two feet in diameter with a length of 15 to 20 feet. The head has been described variously as being horse or goat-like. One oft-mentioned characteristic of the monster is its resemblance to a log.


Cryptozoologist Roy P. Mackal believes that there is a "small population of aquatic fish-eating animals residing in Lake Okanagan." Mackal initially assumed that the type of animal in Lake Okanagan was the same creature that he believed is in Loch Ness, but after a careful examination of the available data, he determined that the creature must be a form of primitive whale, Basilosaurus cetoides. "The general appearance of Basilosaurus tallies almost exactly with the loglike descriptions of the [Ogopogos]. Mackal spells out a detailed case for Ogopogo being a primitive whale in his book Searching for Hidden Animals.

Monster Island


There are good size Indian reserves in the Okanagan Valley. The Indians believe that small, barren Rattlesnake Island is the home of the Okanagan Lake Monster. Indians called the Okanagan Lake Monster N'ha-a-tik, and there are pictographs that some feel depict the monster near the headwaters of Powers Creek. Other native references to the Okanagan Lake Monster include the Chinook wicked one and "great-beast-on-the-lake." In addition to the Salish N'ha-a-tik (or Na-ha-ha-itk), snake-in-the-lake was sometimes used.

The early inhabitants of the area saw the monster as a malevolent entity. Indians claimed that Monster Island's rocky beaches were sometimes covered with the parts of animals that they had attacked and ravaged. When crossing the lake during bad weather, the Indians always carried a small animal that they would toss overboard in the middle of the lake to appease the monster, according to material in the files of the Kelowna Archives.

Primrose Upton, in The History of Okanagan Mission, noted that no Indians would fish near Squally Point. When Europeans settled in the area, they too feared the aquatic monster and supposedly continued the custom of offering an animal to appease Ogopogo. According to Ogopogo expert Arlene Gaal, armed settlers patrolled the shoreline in case of attack by the monster.

In 1914 a group of Nicola Valley and Westbank Indians discovered the decomposing body of an unidentified creature across from Rattlesnake Island. Five-six feet long and estimated to weigh 400 pounds, it was blue-grey. It had a tail and flippers, and an amateur naturalist in the area felt that it was a manatee. No one knew how such a creature could have gotten into the lake, and Lake monster expert Peter Costello has hypothesized that the carcass was "actually an Ogopogo, as the details of this mammal with flippers and a broad tail and dark color are all that we would expect. But the carcass was mangled so much that the long neck was already gone."

Ogopogo footprints have also been found. Some have been irregularly shaped, others cup-like, some were like dinosaur tracks with three toes, and still others had a pad foot and eight toes! As Dr. Mackal has written, "The trouble with footprints is that anyone can fake them easily. Further, to assume that they were made by Naitaka is pure conjecture and supposition--certainly possible but without even a circumstantial link" to the few cases of Ogopogo land sightings that have been reported.

Music for a Monster

The name Ogopogo might suggest to some that it is an Indian word, but all evidence points to a modern origin. According to Mary Moon, author of Ogopogo: the Okanagan Mystery (1977), in 1924 a local named Bill Brimblecomb sang a song parodying a popular British music-hall tune at a Rotary Club luncheon in Vernon, a city in the northern Okanagan Valley. H.F. Beattie adapted the lyrics, which included the following: 

Mystery Of Women Image In Paddyfield

 EDUKATIF | in a countryside residing in region of regency of lamongan east java, there are very anomaly bizzare. a woman picture succeed taking away from fairish rice field about 2 hectare in dateng village, subdistrict laren, regency lamongan. according to the countryside citizen saying, that rice field is very ghostlike and horrible, and surely if night has come, all citizen often see the multifarious occult creature buttonhole vision of manner, from spectre without face until spectre without head. just fair because this rice field is mausoleum secondhand which have been used to bury the babes of hardness victim of epoch G 30 S PKI.

Mystery Of UFO

EDUKATIF | Unidentified flying object (commonly abbreviated as UFO or U.F.O.) is the popular term for any aerial phenomenon whose cause cannot be easily or immediately identified by the observer. The United States Air Force, which coined the term in 1952, initially defined UFOs as those objects that remain unidentified after scrutiny by expert investigators,[1] though the term UFO is often used more generally to describe any sighting unidentifiable to the reporting observer(s). Popular culture frequently takes the term UFO as a synonym for alien spacecraft. Cults have become associated with UFOs, and mythology and folklore have evolved around the phenomenon.[2] Some investigators now prefer to use the broader term unidentified aerial phenomenon (or UAP), to avoid the confusion and speculative associations that have become attached to UFO.[3] Another widely known acronym for UFO in Spanish, French, Portuguese and Italian is OVNI.


Studies have established that the majority of UFOs are observations of some real but conventional object—most commonly aircraft, balloons, or astronomical objects such as meteors or bright planets—that have been misidentified by the observer as anomalies while a small percentage of reported UFOs are hoaxes.[4] Only a small percentage of reported sightings (usually 5 to 20%) can be classified as unidentified flying objects in the strictest sense (see below for some studies).


Some scientists have argued that all UFO sightings are misidentifications of natural phenomena[5] and historically, there was debate among some scientists about whether scientific investigation was warranted given available empirical data.[6][7][8][9][10] Very little peer-reviewed literature has been published in which scientists have proposed, studied or supported non-prosaic explanations for UFOs. Nevertheless, over the years UFOs have been the subject of many investigations that have varied widely in scope and scientific rigor.

UFO reports became frequent after the first widely publicized U.S. sighting, reported by private pilot Kenneth Arnold in 1947, that gave rise to the popular terms "flying saucer" and "flying disc." Since then, millions of people have reported that they have seen UFOs.
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UFO is an acronym for Unidentified Flying Object. Such objects include meteors, disintegrating satellites, flocks of birds, aircraft, lights, weather balloons, and just about anything moving within the visible band of electromagnetism. In common language UFO has been often a synonym for an alien spacecraft.

There are many photographs of UFOs and they are of equal quality: blurs and forgeries. Other physical evidence, such as alleged debris from alien crashes, or burn marks on the ground from alien landings, or implants in bodies of alien abductees, have turned out to be quite terrestrial, including forgeries. The main reasons for believing in UFOs are the testimony of many people, the inability to distinguish science fiction from science, the willingness to trust men telling fantastic stories, the ability to distrust all contrary sources as being part of a conspiracy to withhold the truth, and a desire for contact with the world above. Belief in aliens in UFOs is akin to belief in supernatural beings.

UFOlogy is the mythology of the space age. Rather than angels...we now have...extraterrestrials. It seeks to give man deeper roots and bearings in the universe. It is an expression of our hunger for mystery...our hope for transcendental meaning. The ancient gods have been transformed into space voyagers.

Dr. J. Allen Hynek, astronomer, foremost proponent of UFOs, and the one who came up with the expression "close encounters of the third kind," defines a UFO as:

The reported perception of an object or light seen in the sky or upon land the appearance, trajectory, and general dynamic and luminescent behaviour of which do not suggest a logical, conventional explanation and which is not only mystifying to the original percipients but remains unidentified after close scrutiny of all available evidence by persons who are technically capable of making a common sense identification, if one is possible.

What Hynek considers to be "all available evidence" may be much less than what a skeptic would require. For example, the evidence appealed to by UFOlogists consists of (1) the testimony of people who claim to have seen aliens and/or alien spacecraft; (2) facts about the type of people who give the testimony; (3) the lack of contrary testimony or physical evidence that would either explain the sighting by conventional means (weather balloon, prank, meteor shower, reflection of light, etc.) or discredit the reliability of the eyewitness; and, (4) alleged weaknesses in the arguments of skeptics against the UFOlogists. The last item is irrelevant to the issue, yet it plays a disproportionately large role in UFOlogy.

It seems reasonable to believe that the only reason we cannot explain these sightings by conventional means is because we do not have all the evidence - not because these sightings are probably due to alien visitations. If we had all the evidence, we would probably be able to explain the sightings by some conventional means. The fact that we cannot prove that Mr. and Mrs. Barney Hill were not abducted by aliens, does not support the hypothesis that they were abducted by aliens.

Many UFOlogists think that if eyewitnesses such as Whitley Strieber, Betty and Barney Hill, or other alleged alien abductees are not insane or evil, then they cannot be deluded and are to be trusted with giving accurate accounts of alien abduction. Yet, it seems obvious that most sane, good, normal people are deluded about many things and not to be trusted about certain things.

UFOlogists would rather follow their faulty logic than accept the conclusions of Project Blue Book, the U.S. Air Force report which states that "after twenty-two years of investigation...none of the unidentified objects reported and evaluated posed a threat to our national security." (It was in this Blue Book that Edward Ruppelt coined the term "UFO.") UFOlogists are unimpressed with the Condon Report, as well. Edward U. Condon was the head of a scientific research team which was contracted to the University of Colorado to examine the UFO issue. His report concluded that "nothing has come from the study of UFOs in the past 21 years that has added to scientific knowledge...further extensive study of UFOs probably cannot be justified in the expectation that science will be advanced thereby."

It is assumed by UFOlogists that the government, especially the CIA, is lying and covering up alien landings and communication. However, there is no evidence for this other than a general distrust of the government and the fact that many government officials have lied, distorted the truth and been mistaken when reporting to the general public. The CIA, however, has shown little interest in UFOs since about 1950, except to encourage UFOlogists to believe that reconnaissance flights might be alien craft. UFOlogists prefer another kind of lie to the government lie. They support the work of NBC, for example, which produced two dozen programs called "Project UFO," said to be based on Project Blue Book. However, unlike the Air Force, NBC suggested that there were documented cases of alien spacecraft sightings. The programs, produced by Jack Webb of Dragnet fame, distorted and falsified information to make the presentation look more believable. No UFOlogist took NBC to task for lying. To the skeptic, NBC was pandering to the taste of the viewing audience. Government agents lie for all sorts of reasons, but covering up alien landings does not seem to be one of them.

Most unidentified flying objects are eventually identified as hoaxes or astronomical events, aircraft, satellites, weather balloons, or other natural phenomena. In studies done by the Air Force, less than 2% of UFO sightings remain unidentifiable. It is more probable that with more information those 2% would be identified as meteors, aircraft, etc., than that they are alien spacecraft.

The reason no logical explanation seems credible to UFOlogists is probably because those making and hearing the reports either do not want to hear a logical explanation or they make little or no effort to find one. In any case, the fact that some pilots or scientists claim they cannot think of any logical explanations for some perceptual observations is hardly proof that they have observed alien spacecraft.

Finally, it should be noted that UFOs are usually observed by untrained skywatchers and almost never by professional or amateur astronomers, people who spend inordinate amounts of time observing the heavens above. One would think that astronomers would have spotted some of these alien craft. Perhaps the crafty aliens know that good scientists are skeptical and inquisitive. Such beings might pose a threat to the security of a story well-told.

Do you believe in UFOs? Have you ever seen one? I've spent many a night staring through my skylight hoping, upon hope that I would finally see one. No luck. Heck, I want to believe. Show me what you've seen.

The rules of this game are thus: Your job is to create a UFO / abduction photo that looks so real, had it not appeared at Worth1000, people might have done a double take. Therefore it should contain some kind of 3d perspective, lighting or movement within it to make it ultra-realistic. As always, quality is a must. We will remove poor entries no matter how much we like you. You'll have 48 hours for this contest, so make your submissions count.

Mystery Of Egypt Air Flight 990

EDUKATIF | New developments in the ongoing investigation into the crash of Egypt Air flight 990 show that the Enterprise Mission scenario of some "unexplained" (by conventional standards) event forcing the aircraft down is alive and well. Moreover, the standard scenarios; mechanical failure, onboard terrorist interventon or even a suicide by one of the pilots, are being systematically ruled out as the one eerie new twist after another is revealed.

The investigation has lurched from one improbable explanation to the next as government officials and the empty suits at media anchor desks try desperately to put some non-conspiratorial spin on the cause of the accident. The latest version of events tries to place the blame squarely on the shoulders of the co-pilot, at first believed to be First Officer Adel Anwar.

The sole basis for accusing Anwar, 36, of murdering 216 people was an apparent prayer uttered (presumably) by him just before the (apparent) manual disconnection of the aircraft's autopilot. This "prayer," recorded by the plane's cockpit voice recorder and quoted by news sources as "I put my life (or fate) in your hands," has been referred to in these US news accounts as a "shahada." Muslims fearing they are close to death recite the shahada -- "I testify there is no God but God and Mohammed is his prophet" -- to ensure they die believers. However, while the quoted phrase could be interpreted as quasi-religious, clearly whoever was in the co-pilot's seat was not reciting the shahada if these quotes are accurate. In addition, such "prayer's" are very common in the Muslim world, and the quoted statement could be considered little more than the Arabic equivalent of "Oh My God," or a similar exclamation of surprise or fear.

The entire "murder-suicide" scenario being bandied about in the American news media was also in direct conflict with what we now know about the two men in the cockpit. The pilot, Captain Ahmed el-Habashy, was a married man with children and a coming grand child, and by all accounts a happy man. Anwar was scheduled to be married on November the 5th, just five days after the flight, and his fiancée quickly rejected the notion that he would choose to end his life and pointed out that he was on the flight in order to return from the United States earlier than planned for his wedding. In addition, both men had recently passed their semi-annual psychological evaluations with flying colors. Their colleagues and fellow pilots also rejected the notion that either would endanger their own lives or the lives of others.

After word was leaked by the NTSB of it's intent to turn the crash investigation over to the FBI -- a step necessary only if the NTSB had already determined that a criminal act was the probable cause of the crash -- agency officials evidently briefed the White House so that they could update the Egyptian government on the investigation. This idea was dropped later on Tuesday when the Egyptians reacted badly to the notion of the FBI (the same agency that led the whitewash of the TWA 800 investigation) having control of the inquiry. Indeed, official government newspapers reported that they were rejecting the suicide story and insisted that Washington focus the investigation on external causes for the disaster. The South China Morning Post reported Monday that Egypt Air officials are angry that the investigation has focused on the pilots' mental health, and that they believe the black-box data "points to sabotage." The report quotes Essam Ahmed, former head of Egypt Air's committee in charge of investigating crashes, as saying that the pilots were trained to glide an aircraft down if the engines stopped. One Egypt Air pilot was quoted as calling "an explosion, possibly by a missile or some mysterious thing" as the most likely causes.

At that point, with the intense reaction against the idea that Anwar had been responsible for the crash, NTSB officials then shifted their attention to the back-up co-pilot, Gameel Batouti. Leaks from inside the investigation claimed that the "prayer" was preceded by the words "I have made my decision now" and that the actual translation of the prayer was "I put my faith in the hands of God." These same sources then stated that there was "no doubt" that it was Batouti, not Anwar, at the controls of the aircraft when the "prayer" was uttered. This new scenario then began to collapse late Wednesday night when CNN reported that the "I have made my decision now" statement is not on the tape. Quoting what they described as "senior government sources involved with the investigation," CNN then went back to the source of the original report and was told only that the "translations of the tape have been hotly disputed."

Gameel Al Batouti

Since the story with the "I have made my decision now" quote was only single sourced, and the CNN report denying the phrase was on the tape was double sourced, who (and from what agency) was so anxious to place the blame on one of the pilots that they were evidently willing to make this story up? Since the quality of the tape has been described as "excellent," it's hard to figure out where this major discrepancy came from. In fact, the conflict between the two versions of the tape transcription are so at odds that it seems safe to assume that at least one of the leakers had a specific agenda. Indeed, given the drastically different versions being quoted to media sources, the very integrity of the tape itself must be questioned

Interestingly, we have now learned (according to MSNBC) that it was the FBI who initially "heard" Batouti say, "I've made my decision..." It was the NTSB technicians today who flatly denied that this phrase was even on the tape!!

No wonder the Egyptians don't want the FBI to take control of the investigation!

Let's examine the suicide theory a little more closely. Imagine that Batouti's motive was money. If he hoped to collect insurance money to care for his family, why would he basically announce that he was committing suicide? Certainly, his family would have a better chance of collecting if he did not announce for the world to hear that he was taking his own life. No, we find the whole characterization of his alleged remarks as a sort of audio suicide note to be far less than credible.

Batouti's family was also quick to dismiss the idea that he was a murderer. They took issue with media reports that had been depressed recently, and that he had money problems. Reports that he had sent "all his money" home to Egypt before leaving New York turned out to be a $300 wire transfer to pay a phone bill. His family also took issue with the idea that his daughters illness had sent him into depression or made him suicidal. They described him as a happy, jovial and deeply religious man. This last part also makes it highly unlikely that Batouti committed suicide. Suicide is something of a mortal sin in Islam, and anyone who commits this act does not make it to heaven. It seems unlikely that a man of deep religious conviction would do the one thing that would keep him from paradise in the afterlife.

Unfortunately, the developments of the last few days all point to a familiar pattern from government agencies in recent years. These various stories have the stink of trial balloons on them, as if insiders are leaking different reports to see which ones the public will buy. There is also a significant amount of infighting going on as evidenced by the conflict over the erroneous "I have made my decision now" quote. Insiders have evidently decided that a murder-suicide is the only acceptable explanation for the reams of conflicting data, and have settled on Batouti after their attempts to blame the other pilots failed over the last few days.

This is why it is essential that the Egyptian government at this point become active, full partners in this investigation: to prevent precisely such "spin doctoring" and "rushes to judgment" by those with "an agenda." Apparently it's working; the wire services and broadcast networks this morning (Saturday, November 20th) were full of "official government retractions" over claims that Batouti's "prayer" was preceded by the phrase "I made my decision now ..." According to the Associated Press: "The suspicious words `'I made my decision now' are not on the cockpit voice recorder of EgyptAir Flight 990 after all, a government official says.

"On Wednesday, a federal law enforcement official said that just before the autopilot was turned off and the fatal dive began, the crew member in the co-pilot's seat was recorded as saying: 'I made my decision now. I put my faith in God's hands.'

"But on Friday, a government official said the first of those sentences - the one about making a decision - is not on the tape. It apparently arose from confusion among investigators, the official said..." Surprise, surprise... When the Air Force initially released it's separate radar data indicating 990's remarkable "unpowered climb," NTSB officials immediately attempted to dismiss them. Later, an FBI "source" claimed to have heard the damaging "confession" of the co-pilot on the cockpit tape, while NTSB technicians insisted it was non-existent.

With the now official retraction of this latest "non-fact" surrounding Flight 990, one can only wonder what new "trial balloons" will be floated by us next... Our own scenario, that something external and exotic (and bearing an EMP signature) caused the accident seems to be reinforced by the cockpit recorder findings. The recorder indicates that the "prayer" was spoken just before the disconnection of the autopilot. While NTSB officials have been quick to decide this was the final statement of a suicidal lunatic, it could also be an indication of the co-pilot reacting to the hacking of his control systems (as we speculated initially) or perhaps more ominously to something he saw outside his cockpit window. It should also be noted that the autopilot is computer controlled and can be disconnected by a computer "failure," although that event should also show a series of other failures. While it is seductive to assume a missile, as in the case of TWA 800, there is nothing in the flight recorder data or voice recorder to suggest this. For one thing, the pilot, who left the cabin just before the "prayer," returns to the cockpit and asks "What's going on?" It is logical to assume if his plane had been hit by a missile or a bomb had gone off, he'd have some idea that this was the case. The plane would probably have been destroyed due to the explosive decompression, and at the least the entire plane would have been instantly filled with fog and the windows iced over (as in the Payne Stewart crash). The notion of an explosion is also not supported by the Flight Data Recorder, which shows no such indications. Although the FDR does not monitor cabin pressure on a continuous basis, if there had been a cabin breach the master warning alarm indicating a serious incident should have come on. It didn't.

What happens next is equally disturbing. The plane lurches forward, into a dramatic dive (more than 40 degrees). The plane reaches it's maximum speed (Mach 0.86 -- the maximum safe cruising speed of the aircraft) in the first few seconds. The engines are then throttled back, exactly the opposite of what a suicidal pilot would do, as this maneuver would slow the plane's descent. This behavior is only consistent with a controlled (though extreme) emergency dive. The image of the pilot, put out by the NTSB, in the middle of this mind-numbing emergency calmly reentering the cockpit and casually asking "What's going on?" seems, to put it mildly, something of a stretch. The plane would have been in zero-g, with everyone and everything in the plane completely weightless. The sheer buffeting of the aircraft, from the shock waves creeping back over the wings at Mach 0.86, would have been almost unimaginably violent. For the pilot to even get back into the cockpit under those conditions, would have been something of a feat.

It is at this point that the master warning comes on, and the engine oil pressure is low. Shortly thereafter, the planes elevators -- the control surfaces on the Empennage designed to point the plane up or down -- are found to be in a "split" configuration. This has been spun as a sign that the pilot and co-pilot were fighting each other for control of the aircraft, since with enough pressure on the control column they can be operated separately.

Of course, there is another scenario. Assuming for the moment that the man in the co-pilots chair was not suicidal but rather attempting to avoid a mid-air collision or regain control of an electronically "pirated'"aircraft, it seems somewhat unlikely that the split was caused by the two men working at cross purposes. What we propose is that the pilot, upon re-entering the cockpit, was probably thrown violently against the control column as he attempted to regain his seat (a late report on CNN, indicating that at one point the split had the pilot's elevator in the "down" position while the co-pilot's was "up," is completely consistent with this picture!). It would have taken several seconds for him to regain his senses and begin to assist the co-pilot in pulling out of the dive. This idea is further supported by the voice recorder, which indicates (as of this time -- we take no responsibility for new voices magically appearing on the tape) no argument among the two men. In fact, the pilot is heard to say clearly "Pull with me. Help me. Pull with me." This apparently is exactly what happened. The plane then lifted to a descent angle of only about 10 degrees, and both elevators were by then back in unison. This sequence of events strongly points to the fact that the pilots were valiantly working together to save the aircraft, not fighting over who was in control of it."

Unfortunately for all aboard, things then took a dramatic turn for the worse. Just as it seemed the plane had been saved, someone (or "something") literally cut off both the engines! Moments later, all electrical power on the airplane was also permanently lost, since at this point both the transponder and the two cockpit recorders abruptly ceased to function." It is at this point that things get truly weird. The standard "nitwitness news" concept for the next few moments is that the plane was fully pulled out of the dive and then began to climb -- remember, with its engines shut off -- over 7,600 feet! With no power to restart the engines the plane then supposedly stalled and plummeted the rest of the way into the ocean.

There are several problems with this notion. First is the radar data, confirmed by six different Air Force stations, which does not show a stall but instead a breakup of the aircraft into multiple targets as it flutters to the sea in it's final descent. The maximum stress would have been at the pull up point from the initial steep descent (now determined to be at about 16,400 feet -- 300 feet lower than initially reported). Here, not after a nearly 8,000 foot climb (which the same radar clearly shows was with the plane all in one piece), would have been the max g-loads imposed by the pull up itself. If Flight 990 was going to break up from stress alone, it would have done so before the "magical, powerless ascent."

The other problem is the idea that momentum alone could account for 990's more than a mile and a half in gained altitude. This is utterly ludicrous to anyone who understands the laws of physics, much less anyone who has flown or seen a commercial jetliner like the 767 ... In fact, the radar data was so at odds with common sense that it's accuracy was initially disputed by various aviation experts. One of the immortal "truisms" of life is the old adage "What goes up ... must come down." Particularly -- if it doesn't have an engine. However, the tragic last flight of Egypt Air 990, for some reason, seems to have driven this basic law of aerodynamics from the minds of almost everyone! Certainly, from the hundreds of reporters covering Jim Hall's (until today) daily "perils of Pauline" NTSB press briefings.

Because, after being solemnly informed during the first digital flight recorder briefing that "someone" had apparently deliberately turned off the 767's two Pratt & Whitney engines on the way down (at about 18,000 feet), no one seemed inclined or apparently even thought to ask NTSB Chairman Hall the obvious next question:

"How did this aircraft -- WITHOUT THOSE CRUCIAL PRATT & WHITNEY ENGINES -- subsequently (according to six independent Air Force radar stations) manage to climb back up from 16,700 feet to 24,000 feet -- almost a mile and a half, against gravity! -- from the bottom of its suicidal dive??!!" Many reporters (and even aviation professionals) seem to have missed this obvious conundrum, only one of many mysteries increasingly associated with this flight.

Instead, they seem to be unconsciously relying on an almost intuitive "feel" that, like a roller coaster falling down one steep incline and barreling up the next, 990 did something similar; that its own dizzying "zero-g dive" from 33,000 feet somehow gave it enough momentum to manage a climb part way back up to its original cruise altitude.

Nice ... but no cigar.

The laws of aerodynamics, if not the laws of gravity and acceleration itself, simply won't allow this. Which, in turn, creates the MAJOR mystery of this entire flight.

A few basics.

Forget that this was an airliner for a minute, with wings, a rudder, and other aerodynamic surfaces. Imagine it was an unstreamlined spacecraft -- like the Lunar Module -- falling toward the Earth. If this was so, it's downward dive would have continued uninterrupted, accelerating every second as Earth's gravity pulled it ever faster in its fall, until (without engines) it hit the surface at high speed.

This analogy actually is not too bad. The data tape tells us (via Jim Hall) that as soon as the aircraft pitched over into its 40-degree dive, the engines were mysteriously "throttled back." So, in every sense, this plane WAS falling under gravitational acceleration; it was NOT being driven downward by the engines. So, the omnipresent gravitational acceleration of the Earth -- 32.2 feet/sec squared -- was essentially all that was pulling this plane downward. Now, total velocity on Earth gained in a true gravitationally accelerated fall (with, remember, no air resistance!) would simply be:

Vel = a (acceleration) X Time = 32.2 feet/sec squared X Time (seconds).

So, the data recorder tells us this "fall" occupied about 40 seconds. How fast would 990 be traveling at the end of such a fall? Well, multiplying those two numbers gives us: 1288 feet/sec.

This translates to 878 miles per hour!

Obviously, something's wrong. From both the ground-based Air Force radar, and the on-board digital recorder, we now know that the maximum velocity of the aircraft was about 0.9 Mach (Mach 1 = the speed of sound). Since Mach 1 is about 700 mph, 0.9 is "only" 630 miles per hour. What are we missing?

Air resistance .. and the flight path angle.

The difference -- between the theoretical downward gravitational acceleration of 990, and 990's measured maximum velocity, was about 250 mph! That difference was caused (in this ideal case) by a) the fact that the aircraft was not plunging straight down, but at a 40-degree angle to the horizontal, and b) from simple friction with the air: flowing over, under, and around Flight 990 ... as it plunged toward the moonlit Atlantic that fateful night. The 40-degree descent angle produced a difference between aircraft velocity along this slope, and the true vertical "sink rate" of the aircraft, via the well-known sine relationship:

Sin 40 degrees X true aircraft velocity = vertical descent rate

In this case, sine 40 degrees X 630 = ~ 400 mph (590 feet per second). In other words, about half of 990's theoretical gravitationally-induced velocity was stripped away by its angle of decent, and simple friction with the airflow!

parlance: "terminal velocity."

So, we have an airplane hurtling downward at a 40-degree angle (meaning, it's also moving forward, parallel to the surface of the ocean), at about 400 miles per hour. At that angle its horizontal velocity was only slightly higher, about 480 mph. Hall then informed us that, somehow, the plane began to flatten in this deadly dive. The nose came up, the angle to the horizontal began to lessen ... all consistent with the pilots reasserting aerodynamic elevator control (remember, this was an airplane!) over the aircraft's fatal flight.

Hall also informed us that at this point, at about 18,000 feet, the g forces inside the aircraft from this "flattening dive" went up from zero during the initial dive, to about 2.5 times the usual Earth's gravitational acceleration. The reason was exactly analogous to a race driver making a high speed turn -- called usually "centrifugal acceleration." In this case, instead of being horizontal (like the racing analogy) the attempted "turn" was vertical -- "up!" Which would have made objects inside the airplane appear to be pulled to the floor of the cockpit (and the cabin) with about two and a half times Earth's normal gravitational force.

But -- this of course had NOTHING to do with the actual constant gravitational acceleration still pulling on this aircraft.

Now, according to several aviation experts we've consulted in the last few days (including a known former 767 Captain himself), this Boeing aircraft is "rated" at about 2.5 g's. Higher centrifugal acceleration than this, and Boeing can't guarantee that "things might not begin to come apart!" Actually (according to the former Captain), the aircraft can take 4 to 5 g's before structural failure is a serious potential. The obvious reason the pilots attempted to hold the g forces to about 2.5 was both to "keep it to the manual," as well as for their own ability to continue to control the aircraft. Any higher acceleration, and the g- forces from the tighter upward turn would have pinned the pilots uselessly in their seats under 4-5 g's -- unable to physically move the control surfaces of a potentially disintegrating aircraft.

This delicate balance -- between too much centrifugal force (too rapid a flattening of the deadly dive) and too little (resulting in the plane continuing down into the ocean) -- was the awful situation that confronted the 990 cockpit crew that night.

As we said earlier, the fact that at the end of the available data tape the previously "misaligned" elevators were mysteriously "back in synch," PROVES that BOTH pilots were desperately pulling on their yokes IN UNISON ... NOT fighting, but cooperating ... in a valiant effort to flatten out the deadly dive. However, when the data recorder's power fails -- seconds after the engines are mysteriously "turned off" at about 18,000 feet -- the pitch angle of the jet was still (according to the data tape) directed downward -- by a significant 10 degrees.

And that was, we now learn from the on-board pressure altimeter data on the tape, at 16,400 feet -- not the earlier cited "16,700." This means, of course, that the plane was still headed toward the ocean when transponder contact with the aircraft was also permanently lost. Ground-based radar stations continued to "skin track" 990 in its downward flight, but the lowest altitude HAD TO HAVE BEEN SIGNIFICANTLY LOWER than the earlier-cited figure ...

Which makes 990's "magical" climb back to 24,000 feet from this still-to-be-determined lower altitude -- and, remember, without either of its crucial engines! -- all the more "miraculous" ...

Why are we so fixated on this?

because this was NOT a "spacecraft," falling in some airless, "ideal" planetary orbit. It was an aerodynamically-limited commercial aircraft (and a BIG, heavy one at that -- fully laden with fuel for a 6000 mile transoceanic flight, as well as passengers and luggage), attempting (without working engines) to forestall the inevitable ... a deadly crash into the north Atlantic.

According to the Air Force radars, it was temporarily successful. Or ... was it?

The ground-based data says that the plane was ultimately able to convert its still significant 10-degree downward motion (as recorded on the aircraft's flight recorder) back to horizontal. This means that Flight 990 at that point was essentially "a hundred-ton glider." All its previous downward and horizontal velocity was now directed parallel to the Earth's surface. Let's assume, allowing for the inevitable friction with the air (or "drag," as it is known), that the final horizontal velocity was about 600 mph (880 feet per second), down from the previous 630. This is a very conservative assumption, allowing only 30 mph to be lost through aerodynamic friction in the final restoration to horizontal flight, but it makes the calculations easier (in fact, the actual velocity should have been considerably lower -- perhaps only 550 mph at this point).

Now the pilots, instead of turning the aircraft and logically attempting to make it to the nearest major airport -- in this case Nantucket, about 60 miles away -- for some reason attempted to gain significant altitude ... still without any operating engines! According to the radars, the plane rose sharply from (a now indeterminate, but even lower altitude) to that increasingly astonishing 24,000 feet. At least a mile and a half (and now more likely, perhaps 10,000 feet -- 2 full miles) straight up. And all ... without a single operating engine...

How do we know this? Because -- the radar transponder and aircraft voice and data recorders never came back on. So, there was obviously NO power in that aircraft from the generators running off those engines! So, let's demonstrate why this is simply unbelievable ...

Remember the initial "fall" from 33,000 feet? Since 990 is at this point flying without engines, all its energy for gaining altitude is contained solely within its forward flight (momentum). But, as the pilots begin to bring the nose up, to gain precious altitude, that momentum will rapidly "bleed off" as friction with the airflow and from gravitational deceleration. The efficiency of this conversion will be closely coupled to the aircraft's "angle of attack" -- the upward angle to the horizontal that the pilots ultimately select. Because of the still existent problem of "g forces," as well as the danger (without engines!) of an outright stall, that "elevation angle" would have probably been no greater than about 10 degrees. This, then, is THE major problem. For, a ten degree "up angle" for the climb would result in a ballistic rise (against downward gravitational acceleration) of only (sin 10 degrees X aircraft velocity =) 104 mph (152 feet per second), as opposed to a continued horizontal velocity of 590 mph.

The main problem with this analysis is that the actual (radar-derived) total time for the climb to 24,000 feet (from the lowest point of the dive -- see NTSB graphic, above) was only 30 seconds. Because the vertical component of this climb is totally ballistic and (like a stone thrown upward) reaches zero velocity at the top of the arc (determined solely by gravity's downward acceleration opposing the upward component of velocity), we can invert our previous velocity equation and use it to calculate just how fast the plane would fall vertically (neglecting friction) if accelerated downward from that maximum altitude (24,000 feet) in those same 30 seconds.

This turns out to be 966 feet per second; or, 659 mph!

There's no conceivable way -- with only a 10-degree angle of attack -- that this aircraft could reach this altitude this quickly! Remember, that angle only results in a 104 miles per hour "upward climb."

So, let's increase our angle of attack. Let's throw conservatism to the wind (and the possibility of g-forces shattering our airplane), as well as the effects of those g-forces on our crew, and triple the angle of attack -- to 30 degrees. Again, the upward component of our (conservative) horizontal 600 mph is determined by the sine of this angle of attack, times the horizontal velocity. Or, 0.5 X 600 mph = 300 mph. Too low by over a factor of two! But, because these gravitational accelerations are NOT "linear," this shortfall in upward speed (if the pilots attempted something as "insane" as a 30-degree angle of attack) would result in the aircraft only climbing about 3000 feet before it's momentum was totally exhausted! Far below the (now necessary) 10,000 feet this aircraft somehow climbed without its engines ... as recorded by the ground-based radars...

Something's truly wrong here.

It is our belief, based on this analysis, that the answer to this now major, demonstrable abrogation of the basic "laws of physics" and aeronautical engineering, is the REAL reason there's been so much deliberate confusion and "misinformation" regarding "what happened" to Flight 990 on that night.

This is the reason, we believe, why there is a now-desperate effort to "convict" the relief co-pilot of a "murder/suicide." Because if "they" do not, if they are forced to address what REALLY may have happened to this aircraft, the government agencies in charge of this investigation will ultimately be forced to confront how Flight 990, against all reasonable observations and assumptions, apparently somehow managed -- for at least those final 30 seconds -- to literally defy the laws of gravity

that night!

Some careful speculations.

Is this perplexing mystery (an aircraft which apparently climbed 10,000 feet -- without either of its engines!) somehow related to the equally puzzling, suddenly "evasive action" apparently undertaken by Gameel al-Batouti? Is this why the relief co-pilot suddenly cut off the autopilot (if, in fact, he did), and plunged the aircraft into a steep and ultimately fatal dive ... to avoid imminent collision with another vehicle he saw rapidly approaching at their cruise altitude of 33,000 feet ... potentially one operating on an electrogravitic drive?! We know (from the previously "leaked" NASA shuttle videos -- STS 48 and STS-80) that such "anti-gravity" technology exists -- and is currently being utilized by "somebody" ... according to the now-confirmed "NASA ritual alignments"; the encounter of the STS-80 mission with such vehicles, in December, 1996 not only occurred at 19.5 degrees, over the Brazilian Amazon ... but on orbit "195!" Most appropriately, the astonishing official NASA video sequence provocatively ended with an image of ... Orion.

Commercial pilots (other than those on Egypt Air) have recently reported a rash of strange encounters with similar "exotic aircraft"; Art Bell actually played an FAA audio "air to ground" recording of one such encounter, over Dallas, just last week! Did one of these mysterious "electrogravitic vehicles" (operated by an "unnamed agency") accidentally come too close to Flight 990 on the morning of October 31st, and thus precipitate this ultimately tragic series of events ..?

And, given the incredible improbability of these Egypt Air specific "alignments" (see previous analysis) how can anyone argue that such an encounter -- if it took place -- would have been, merely "accidental?" Such a scenario not only provides a plausible explanation for the peculiar ELFRAD signatures that we've been citing (from the "craft's" electrogravitic engines!), it goes a long way toward ultimately explaining how this doomed 767 aircraft "magically" managed to climb 2 miles vertically ... without engines of its own ... in less than 30 seconds!

It also could explain all the other seemingly contradictory, perplexing aspects of this tragedy -- from the autopilot mysteriously disconnecting; to the fatal "dive"; to the bizarre throttleback (in the middle of that dive) of the Pratt & Whitney engines; to their cut-off; to the eventually "misaligned" elevators themselves ... all (in this scenario) potentially triggered by the conflicting electronic interference of the "electrogravitic field" acting on the 767's heavily computerized controls. And ... prolonged proximity to such an intense "field" would also explain why Flight 990 (according to the Air Force radar) ultimately "came apart" -- but, strangely, at the apex of its "climb" -- when, paradoxically, the mundane aerodynamic forces acting on the aircraft at that point would have been the smallest!

Finally, such a "field" would not only ultimately "tear apart" the aircraft structure if the 767 was exposed too long ... it would also (unfortunately) do the same to the occupants inside! Mercifully, in this scenario, they would never know what hit them. Is this why there was the stunning lack of any retrieved victims from this crash (and the early, highly unusual governmental warning to these grieving families, "don't expect to find anyone intact!")? And is this why only "small pieces" of this aircraft have been found ..? It is hard to forget the images from a curiously similar catastrophe -- the eleven-year-old tragedy of Iran Air Flight 655, downed by "accidental missile fire" from the USS Vincennes, then operating (during the Iran-Iraq War) in the Persian Gulf. The civilian airliner -- a European-made A300 Airbus, with 290 souls aboard -- was hit by TWO high explosive Vincennes "Standard" missiles, with the wreakage and victims then plummeting almost 14,000 feet. While the Egypt Air 990 wreckage fell farther on that night (from some 24,000 feet), remember that it did not fall at an any faster rate (because of atmospheric terminal velocity).

Later, graphic pictures of many of the almost intact victims from Flight 655 floating in the Gulf were widely circulated by Iran; Newsweek's Bureau Chief in Paris, Christopher Dickey, would later describe the horrifying results of the Vincennes' missile firing ... "On makeshift shrouds of those whose bodies had been identified was pinned names and addresses, and the slogan 'Death to America.' Of course, many bodies were mutilated beyond recognition. In some cases, entire families were wiped out. No one came to identify them. Of the 290 people on Iran Air 655, 170 corpses had been retreived. 40 were unidentified.

"A few seemed oddly at peace. Leila Behbahani, 3 years old, was still dressed in her tidy blue dress, black shoes, white socks, and little gold bangles on her wrists. 25-year-old Fatima Faidazaida had been found in the water 3 hours after the crash, still clutching her baby. They were both in the same coffin ..." The innocent passengers in this case died from the shattering effects of two high-energy explosive warheads literally smashing their aircraft into fragments at 13,500 feet. Admiral William J. Crow, Jr., then Chairman of the Joint Chiefs of Staff, at a hastily called press conference at the Pentagon, reported:

"At least one hit at an approximate range of six miles," Crowe said. "We do have some eyewitness reports that saw the vague shape of the aircraft when the missile hit, and it looked like it disintegrated." After all that ... 170 people recovered floating in the Gulf ...

And yet, on Flight 990, not a single victim has been returned to any of the families. And the aircraft wreckage -- what little has so far been recovered -- is in a Rhode Island hanger, under 24-hour, unprecedented guard ... Why?!!

The increasing suspicion, that something "extraordinary" (not merely a "murder/suicide") happened to Flight 990 and its 217 passengers and crew that night, now simply cannot be avoided ... Publicly determining if any part of this bizarre scenario is true must now assume the highest of priorities, not only to fully understand how this aircraft finally "died" ... but how 217 people -- who (remember!) the alignments compellingly argue were sacrificed this night -- were deliberately murdered in the process!

Devil Phone - Indonesian Fact Mystery

EDUKATIF | After splashy with the existence of the black magic SMS , nowadays citizen Jatim get terrorized by the devil telephone. Even in Situbondo, the devil phone have a victim of a mother with her child. . Haryono ( 23) citizen of Orchard of Curah Malang Countryside, Subdistrict Asembagus, Situbondo, sudden faint then puked after accepting telephone from number 0866xxx at night Wednesday ( 14 / 5) about at 00.00 am

Previous Night, Marhati ( 45) Haryono's mother , also accept the telephone from number 0866xxx. As does Haryono, Marhati feel her arms basin electrized direct so that by refleks throw away her handphone to the floor . Because surprising, I throw away my handphone to the floor,” Mahati said to Surya, Thursday ( 15 / 5), in Asembagus hospital, Situbondo. In that hospital, Mahati await Haryono which is being taken care. A few moments after that occurence, her family report that event to the Police office.

For the investigation, police pacify the handphone of brand of Samsung and Nokia own victim as evidence goods. Besides two handphone, police bring the clothes incured by Haryono's puked , a few moments after Haryono fainting. haryono said, in the Night Wednesday, he and his sister have been sleep in the room. Sudden about at 00:00pm, his handphone is jingle. then he awaked. Because estimating that telephone from his friend, he direct lift the handphone

He confess have to see that call come from number 0866xxx and his handphone is squeezing chromatic. Haryono confess sudden his arms like electrized by high electrics

When I lift the telephone , sudden my hand like touched electrics with the high voltage,” Haryono said when met ( Ary )

The End Of Adam Air

 

EDUKATIF | Questions too are turning to the safety record of the airline. One of about a dozen budget airlines in the world's fourth most populous nation, Adam Air is a privately owned low cost carrier which operates 19 Boeing 737s. Established in 2002, it serves dozens of domestic routes and also flies to Singapore. Its founder, businessman Agung Laksono, is also vice-chair of Indonesia’s biggest political party Golkar. He is also speaker of Indonesia's house of representatives. He has used his political muscle to stop investigations into the operation of the airline.

That night the Indonesian air force announced they found the wreckage. They released a detailed statement that said the plane had crashed into a mountainous region of Sulawesi. An air force plane assigned to the search spotted the debris. First Air Marshal Eddy Suyanto told a local radio “The plane is in ruins. We are sending teams to the location. The plane was found around 20 kilometres from Polewali (town) in the mountains. The weather is clear”. Witnesses were quoted as saying there were bodies everywhere. More remarkable still were further reports that 12 people had survived the impact.

New Year’s Day 2007. Adam Air flight 574 (KI-574) took off on what should have been a routine internal flight from Indonesian’s second largest city, Surabaya. The plane was destined for Manado two hours away on the northern tip of Sulawesi island. It never made it. About an hour into the flight, the plane disappeared from radar near the western Sulawesi city of Polewali. 102 people were on board, all presumed dead. The aircraft is still missing despite extraordinary early reports the wreckage had been found and some had survived. A seven day search has so far found no debris. Now KI-574 is turning into one of aviation’s greatest mysteries.

The aircraft was a Boeing 737-400. The 737 is the world’s most popular jet aircraft. It is so widely used that at any given time, there are over 1,250 airborne worldwide and somewhere in the world one takes off or lands every five seconds. The 737-400 has been in service since the mid 1980s. The Adams Air plane was built in 1990. It was last serviced in December 2005 and had 45,000 flying hours. Flight KI-574 had a crew of six and 96 passengers including 11 children. All were Indonesian nationals except a family of three Americans. The flight departed Surabaya in the East of Java at 12:55pm local time.
The weather was stormy. The Indonesian air traffic authority, PT Angkasa Pura I, gave a weather warnings to the pilot, Refri Widodo. Though KI-574 flew at over 9,000 metres it was still immersed in clouds. When approaching the island of Sulawesi, Widodo radioed in a worrying warning "The plane has been hit by crosswinds from the starboard side." Winds of up to 140 kph buffeted the plane. The plane changed direction eastward to avoid the winds. Ten minutes later Widodo contacted air traffic control again to confirm his position on the radar. The controller confirmed it and the pilot responded “ok”.

It was the last word heard from the flight. Moments later the controller's screen went blank. The plane had disappeared off the radar with no distress call. KI-574 had carried enough fuel for four hours flight. After five hours, everyone feared the worst. An air traffic controller told Indonesian TV the plane hit "very bad" weather and may have run out of fuel because, if still airborne, it would be "over its limit”.

It took almost 24 hours for rescuers to get to the remote location, hampered by bad weather and rough jungle terrain. When they got there, they saw nothing. Suyanto was forced to issuing an embarrassing retraction, "The location has not been found. We apologise that the news that we conveyed was not true”. Relatives of the missing, still living in hope that their loved ones might be among the 12 survivors, were stunned. Toni Toliu, whose sister and her two children were aboard, expressed their dismay, “We are confused whom we should trust."

With no wreckage, the story of the dozen supposed survivors crashed too. The Government was forced to admit that that was an error too. A regional army commander said "News from the village head reporting 12 survivors was also not true, the village head said that he never made that report.” The new claims did little to quell passenger family anger at the astonishing turnabout. The search mission then switched to the seas of the coast of Sulawesi.

Indonesia has now deployed nearly 4,000 troops, four military planes and four helicopters in the hunt for the missing airliner. And yet after a week, they have uncovered no sign of any wreckage. The U.S. oceanographic survey ship USNS Mary Sears has now joined the search operation. It is kitted out with sonar capability and the ability to detect metal under the sea. Meanwhile relatives confronted the Indonesian vice president to vent their anger. They are not getting many answers. Officials remain mystified as to what might have happened. Setyo Rahardjo, head of the transport safety commission, told Reuters “If it had exploded, where is the debris? These are the questions that need answers."

Last year an Adam Air Boeing 737-300 was forced to make an emergency landing at a small airport on the island of Sumbawa after it wandered 1,200km off course. Short on fuel and with its pilot not sure of his location for nearly four hours, it was forced to make an emergency landing on a 1,600 meter long runway, well short of the 2,200 meter specification set by the aircraft's manufacturer. The pilot claimed the plane's communications and navigation systems had completely failed but the airline deliberately repaired and moved the plane before it could be examined by the National Transport Safety Committee and there was no further investigation.

The parliamentary transportation commission has criticised Laksono for retaining his position as chairman of Adam Air's board of commissioners, but so far this conflict of interest has not been an issue. The strange story of KI-574 may yet change all that.