The Falsification of History: Our Distorted Reality

by John Hamer

  In a similar vein to the ‘smoking gun’ evidence of building 7 at the World Trade Centre on 9/11, reactor #4 at Fukushima contained no fuel on the 11th March and was therefore non-operational. And yet it exploded and was destroyed as completely as were the other reactors on that day of infamy. Reactor #4 exploding of its own accord is an utter impossibility as a reactor containing no fuel whatsoever cannot function and a non-operational reactor cannot explode unless deliberately destroyed. The destruction of reactor #4 therefore can only have been the result of sabotage.

  Enter our old friends, the Israelis. In February 2010, Japan offered to enrich Uranium for Iran and shortly thereafter an Israeli company by the name of Magna BSP secured the contract to run security at the Fukushima Daiichi plant. They installed oversized cameras strongly resembling gun-type nuclear weapons and there is also strong evidence that they also planted Stuxnet, an Israeli computer virus that attacks Siemens power plant control systems and which Israel had previously employed to damage Iran's nuclear programme. Magna BSP also established internet data links in the reactor cores, in blatant violation of international nuclear regulations.

  In the days immediately preceding the 11th March, all twelve on-site members of Magna BSP returned to Israel (shades of 9/11 again?) and in the aftermath of the disaster the Israelis publicly monitored the reactor cores via their illegal internet data-links, yet no one confronted them over this. ‘Twas ever thus!

  Using the skills acquired as a former NSA analyst with an engineering background, Jim Stone concluded that Israel was behind the destruction of Fukushima Daiichi. Stone proved that there was no 9.0 magnitude quake to cause the tsunami and that the tsunami must have been artificially induced, probably by a strategic nuclear device placed in the Japan Trench. The tsunami was blamed for flooding the reactors and causing the explosions, but Stone presents compelling evidence that Israel destroyed the Fukushima Daiichi plant by installing gun-type nuclear weapons in the guise of security cameras and then triggering them in the tsunami's aftermath.

  Even more significantly, Stone has demonstrated that the Stuxnet virus continues to distort sensor readings at the disaster site to this day and unlike many others in the world of whistle-blowers, Stone bases his conclusions on hard evidence and unassailable logic. In fact he openly encourages and invites anyone to review and challenge his work, indeed he actively encourages it.

  However, since releasing his report and making several radio appearances to support it, Jim Stone has been harassed, threatened, accused of anti-Semitism (that old chestnut again) unlawfully detained against his will and is currently facing prison on completely manufactured charges. In short, the Zionist Elite are employing the usual MO used to deal with persistent, credible dissenters to their lies and fictions.

  Some slander Stone mercilessly whilst others attempt to destroy his work and yet significantly, no one has managed to successfully counter his arguments but his conclusions have ramifications that make 9/11 pale in significance. Some people have expressed suspicion that Stone might not be all he claims to be, especially given his former background, however, facts are facts and the truth stands or falls on facts.

  In conclusion, it seems clear to me that Jim Stone’s research is not to be taken lightly. A 9.0 magnitude earthquake never happened either in Japan or off its coastline on the 11th March 2011 and so the tsunami must have been artificially induced. Nor did hydrogen explosions obliterate containment walls of concrete and reinforced steel several feet thick in the Fukushima reactors. As is the case with many other incidents described in this book, the ‘official’ story is an outright impossibility. Israel/USA was punishing Japan for its blatant defiance and Zionist agents are currently attempting to destroy Jim Stone, the man who exposed the truth.

  Meanwhile, more importantly, the Fukushima disaster continues to spew radiation at an horrific rate, wreaking absolute havoc on world ecosystems and the populations, not just of Japan but also the whole world. Strong rumours abound that the Japanese government as well as undertaking a huge cover-up operation regarding the sheer size of the problem, is desperately seeking to de-camp from Tokyo to somewhere relatively much safer, India being the favoured location.

  Chemtrails – Our Toxic Skies

  Have you ever heard it said that there are two types of aircraft condensation trails (contrails) that appear in the sky? Well, ‘officially’ there are two; persistent and non-persistent contrails. Let me just say right away, that this is absolute dis-information and nonsense. Unfortunately, it is yet another example of how we are being lied-to and treated like idiots again.

  How often have you seen skies that look like this? Would you believe me if I told you that prior to around 1996, you would never have seen this sight. It is totally a modern phenomenon and we have become so accustomed now to this sight that we believe it has always been like this.

  Often on a beautiful summer morning, the sky is a lovely clear, deep blue with no clouds in sight at all. However this will then over the course of the next few hours become criss-crossed with jet ‘vapour trails’ which instead of dissipating quickly, as they should (it is only crystalline water vapour after all), remain in the sky several hours after the plane has passed over, slowly spreading until often they obliterate the sun completely and turn the entire sky a watery grey colour.

  There is nothing ‘normal’ about these contrails despite what the controlled mainstream media and government sources would have you believe in their ceaseless and relentless efforts to deflect you from the truth with their blatant disinformation. One needs only to watch the skies intermittently for a few hours to soon notice the bizarre patterns emerging as these planes track back and forth creating deliberate grid-type, x-shaped or even sometimes circular patterns on many occasions, to ensure maximum coverage. If this were a natural event, then it would happen every day in line with regular plane flight schedules, but keen observers will soon notice that there are days when we get none at all, days when we get isolated batches of trails and other days when the entire skyscape is totally obliterated.

  Normal contrails are composed of tiny, fragile ice crystals formed by aircraft flying at altitudes of 33,000 feet (10km) or greater. At altitudes below 33,000 feet, normal vapour condensation trails are unable to form behind an aircraft, regardless of its type or design. Whereas above 33,000 feet, normal contrails are formed and these will appear to an observer on the ground as narrow streaks of white cloud-like material which totally dissipates in seconds, rarely extending for any appreciable distance behind the aircraft.

  Chemtrails, in complete contrast to this, may be observed at any height. They have been seen emitting from aircraft flying at altitudes as low as 8,000 feet, but may be seen at all altitudes above this also. Since normal contrails cannot form at these low altitudes, any contrail formation that is observed at these elevations is probably not a contrail at all, but a genuine ‘chemtrail’.

  Chemtrails usually appear as normal contrails for the first few seconds, but unlike standard contrails do not evaporate almost immediately, but slowly become broader and denser over time. Over periods of several hours, parallel and ninety-degree chemtrail grid formations will eventually spread and merge to form a continuous, cirrus-like cloud formation in the sky.

  Shortly after this merging, what just hours earlier was a perfectly clear blue sky will appear as a kind of insipid milky-haze, totally unnatural in all respects. Another distinguishing factor between contrails and chemtrails concerns their relative location or position in the local sky, as well as their directional characteristics.

  Aircraft emitting normal contrails are constrained by FAA regulations to operate only over designated air routes; therefore, the contrails that they generate will be found consistently only within local flight-corridors, which are easily discerned by an observer at any given geographic location on the ground. In addition, air traffic along these designated routes is always unidirectional. Aircraft flying in opposing compass directions are never permitted to use t
he same air-routes, at the same altitudes, for obvious reasons. Therefore, only those contrails that are formed within these restricted air corridors and consistently with the same vector or direction should be considered normal contrails resulting from normal commercial airline traffic.

  Another phenomenon observed to be associated with chemtrail formation is the significance of the local surface wind speed over the dispersion area. Chemtrail flights are invariably suspended whenever the ground wind speed reaches or exceeds 20 miles per hour (28 kph). This has been a consistent limiting factor throughout the range of areas where chemtrail activity has been observed and obviously normal contrail activity is never subject to this restriction, and can be seen over a wide range of measured surface wind velocities.

  So of what exactly are these Chemtrails composed? Laboratory analysis of their contents that fall to Earth reveal the presence of several biological agents, Pseudomonas Fluorescens, Streptomyces and a restriction enzyme used to create viruses. A chemtrail researcher who had been travelling around the country for several years had a medical test which discovered dangerous pathogens in his body, the extremely rare V2 Grippe virus among them, that should only be found in laboratories. In addition many samples analysed after falling to the ground as sticky spider-web type substance have been found to contain unusually high traces of metals, and in far higher concentrations than could be expected naturally, particularly aluminium and barium.

  Strange cloud patterns are not the only by-product of the chemtrail campaign. There is another, far more sinister side to this phenomenon. Whether this is a by-product or the objective of these attacks is yet to be determined. In either case however, the side effects associated with these chemtrails should be the primary focus of our attention, as this ancillary effect could very well pose a particularly serious threat to every human being living on Earth today.

  What a giveaway! Short of switching off the engines for a second,

  how else would this effect be achieved?

  There are no known health or environmental issues associated with normal contrail emissions. They appear at this time to be completely harmless and benign. This same statement however, cannot be made in the case of authentic chemtrails. It has been shown by many dedicated researchers and posted extensively on the Internet, that the formation of chemtrails has a direct correlation to the localised, time-synchronised, outbreak of a broad range of primarily, respiratory-related or flu-like illnesses. In light of this apparent relationship, chemtrails should not be considered inherently benign, but should be treated with caution and indeed concern by those who are either studying them or simply observing them.

  Since the regular spraying of our skies commenced in the late 1990s, another disturbing phenomenon has been noted and that is its correlation to the outbreak of a flu-like disease, which has been named, ‘Respiratory Distress Syndrome’. Disturbingly, the components of this illness, namely the chemical, bacterial and fungal elements have been strongly linked to the bio-chemical footprint of Chemtrails.

  Once again we see the same pattern unfolding, the denials by government and military agencies and as usual, total and complete avoidance by the media. Radio, television, and the press alike have all either ignored it completely or in instances where it has been brought to their attention, dismissed it as mass-paranoia or our old favourite, a ‘conspiracy theory’!

  Literally thousands of eyewitnesses, with not only photographic proof, but with the entire evidence manifest in the skies above them, have been either totally ignored or dismissed by all the mainstream media organisations. Up to the current time, no individual researcher has as yet been successful in attracting as much as the passing attention of even the smallest of these media organisations. What is even more interesting and disconcerting is the fact that, with all of the widespread discussion surrounding this phenomenon, its link to a near-epidemic outbreak of a serious and debilitating range of illnesses, and the evidence in the skies right above their offices and studios, not one member of the mainstream media has come forward with a story to discredit the data, contradict the evidence, or calm the growing concerns and justified suspicions of the public. Is this not the very minimum response that we have a right to expect from any news organisation that claims to serve ‘the people’? The silence speaks volumes, to my mind.

  Here is an interesting statement from an American aviation technician. I have no reason to doubt the veracity of this testimony.

  “For reasons you will understand as you read this, I cannot divulge my identity. I am an aircraft mechanic for a major airline. I work at one of our maintenance bases located at a large airport and I have discovered some information that I think you will find important. Firstly I should tell you something about the ‘pecking order’ among mechanics. It is important to my story and to the cause to which you have dedicated yourself.

  Mechanics want to work on three things. The avionics, the engines, or the flight controls. The mechanics that work on these systems are considered at the top of the ‘pecking order’. Next come the mechanics that work on the hydraulics and air conditioning systems. Then come the ones who work on the galley and other non-essential systems. But at the very bottom of the list are the mechanics that work on the waste disposal systems. No mechanic wants to work on the pumps, tanks, and pipes that are used to store the waste from the lavatories, but at every airport where I have worked there are always 2 or 3 mechanics that volunteer to work on the lavatory systems.

  The other mechanics are happy to let them do it. Because of this you will have only 2 or 3 mechanics that work on these systems at any one airport. No one pays much attention to these guys and no mechanic socialises with another mechanic who only works on the waste systems. In fact I had never thought much about this situation until last month.

  Like most airlines we have reciprocal agreements with the other airlines that fly into this airport. If they have a problem with a plane, one of our mechanics will take care of it. Likewise if one of our planes has a problem at an airport where the other airline has a maintenance base, they will fix our plane. One day last month I was called out from our base to work on a plane for another airline. When I got the call, the dispatcher did not know what the problem was. When I got to the plane I found out that the problem was in the waste disposal system. There was nothing for me to do but to crawl in and fix the problem. When I got into the bay I realized that something was not right. There were more tanks, pumps, and pipes then should have been there. At first I assumed that the system had been changed. It had been 10 years since I had worked on one. As I tried to find the problem I quickly realized the extra piping and tanks were not connected to the waste disposal system. I had just discovered this when another mechanic from my company showed up. It was one of the mechanics who usually works on these systems. I happily turned the job over to him. As I was leaving I asked him about the extra equipment. He told me to ‘worry about my end of the plane and let him worry about his!’

  The next day I was on the company computer to look up a wiring schematic. While I was there I decided to look up the extra equipment I had found. To my amazement the manuals did not show any of the extra equipment I had seen with my own eyes the day before. I even tied in to the manufacturer files and still found nothing. Now I was really determined to find out what that equipment did.

  The next week we had three of our planes in our main hanger for periodic inspection. There are mechanics crawling all over a plane during these inspections. I had just finished my shift and I decided to have a look at the waste system on one of our planes. With all the mechanics around I figured that no one would notice an extra one on the plane. Sure enough, the plane I chose had the extra equipment!

  I began to trace the system of pipes, pumps, and tanks. I found what appeared to be the control unit for the system. It was a standard looking avionics control box but it had no markings of any kind. I could trace the control wires from the box to the pumps and valves but there were no control circuits coming
into the unit. The only wires coming into the unit was a power connection to the aircraft's main power bus.

  The system had one large and two smaller tanks. It was hard to tell in the cramped compartment but it looked like the large tank could hold 50 gallons. The tanks were connected to a fill and drain valve that passed through the fuselage just behind the drain valve for the waste system. When I had a chance to look for this connection under the plane I found it cunningly hidden behind a panel under the panel used to access the waste drain. I began to trace the piping from the pumps. These pipes led to a network of small pipes that ended in the trailing edges of the wings and horizontal stabilizers. If you look closely at the wings of a large airplane you will see a set of wires, about the size of your finger, extending from the trailing edge of the wing surfaces. These are the static discharge wicks. They are used to dissipate the static electric charge that builds up on a plane in flight. I discovered that the pipes from this mystery system lead to every 1 out of 3 of these static discharge wicks. These wicks had been "hollowed out" to allow whatever flows through these pipes to be discharged through these fake wicks.

  It was while I was on the wing that one of the managers spotted me. He ordered me out of the hanger telling me that my shift was over and I had not been authorized any overtime. The next couple of days were very busy and I had no time to continue my investigation. Late one afternoon, two days after my discovery, I was called to replace an engine temperature sensor on a plane due to take off in two hours. I finished the job and turned in the paperwork.