Abel Danger: ICTS (Israeli-Owned „Security Company”) at Schiphol, Amsterdam Airport – El Al’s Special Status at Schiphol – Crash of El Al Flight 1862, With Nuclear Materials and Bioweapons Aboard, Into Crowded Amsterdam Apartment Block – A History of Staging False Flag Operations, Including 9/11 – WHO’s Malthusian Skulduggery – Elitist Sponsors of Genocide
Was MH17 Sabotaged by an Israeli Security Team at Amsterdam Airport?
By Yoichi Shimatsu
As the only non-European journalist to cover The Hague inquiry into the Amsterdam crash of El Al Flight 1862 (October 1992), which destroyed a Biljmeer district apartment complex, I discovered many aspects of the Israeli security set-up at Schiphol International Airport and the role of the Mossad intelligence agency in secret operations there, one of Europe’s business transport hubs. This same airport spy network is very likely involved in the recent crash of Malaysia Airlines Flight 17 over the Ukraine.
Covering the Biljmeer crash for Japan Playboy, I uncovered the sordid facts of how the official investigation back then was undone by a large network of Israeli intelligence agents who paid hush money to victims’ families, pressured injured firefighters from filing lawsuits over radiation exposure, and suppressed data from the hangar where the wreckage was stored. The crippled El Al cargo jet, leased from UPS, had transported from JFK Airport in New York a secret load of weapons including plutonium, depleted uranium, and a bioweapon called mycoplasm in its cargo bay before crashing on an attempt to return to Schiphol Airport, in an operation directed by the Israeli intelligence service instead of Dutch flight officials.
Once again, this time in the destruction of MH17, there is an Israeli-connected air crash with political ramifications involving Israeli strategic interests – inside Israel, exactly when its military launches an invasion of Gaza; and in troubled Ukraine, a supplier of military electronics to the IDF.
Security at Schiphol Airport is operated by ICTS, an Israeli-owned airport security company based in the Netherlands, founded by former officers of the Shin Bet intelligence agency. Its subsidiaries, including Procheck, Ramasso, and I-SEC, are also involved in key security functions there.
The Israeli security company has a record of staging false flag operations, including the September 11, 2001 attacks. ICTS subsidiary Huntleigh provided passenger and baggage inspection services at Boston Logan Airport, where two of the four jetliners used in the 9/11 attack originated.
At Schiphol Airport on Christmas Day, 2009, ICTS allowed the “Underwear Bomber” Umar Farouk Abdulmutallab, armed with explosives, to slip past “sniffer” detectors to board a Detroit-bound Northwest flight – an incident that was a boon to Homeland Security and the global war on terrorism.
Initial information, even before the start of an official inquiry into MH17, raises serious questions of whether Israeli intelligence tampered with the flight controls and radar identification (transponder) system of the Malaysian-operated Boeing 777:
• MH17 deviated from the civilian flight path, which should cross close to the exit mouth of the Azov Sea, away from the current battle zone between the Ukraine military and militant ethnic Russian irregulars. Instead its navigation steered the jetliner on a more northerly course in contested airspace, where Ukraine military aircraft conduct both air strikes and troop transport missions, putting the Malaysia Airlines jet into jeopardy.
• The wide-body Boeing 777 jumbo jet is similar in profile to the Antonov (built by Kharkov State Aviation Manufacturing Company in Ukraine) and Ilyushin (Russian-built) transport craft in service with the Ukraine military and air cargo fleets. At higher altitudes (MH17 was flying at 35,000 feet), the only way from ground level to identify a plane is by a coded radar response from its transponder signal. One possibility is that MH17 was programmed with a false transponder code; while another problem could have been confusion with the transponder beam from a nearby Ukraine military craft. A more sinister scenario is the sending of a false ID signal from a ground-based vehicle.
In short, Israeli operatives could have loaded a bomb onto MH17, or used a false transponder signal to lure a rebel missile battery to intercept a suspected incoming troop landing. Another issue for investigation, if these scenarios are verified, is the unspoken connection between the Boeing Corporation and the Israeli intelligence services. Boeing would have key data on tampering with any of its aircraft control systems, and both MH17 and MH370 were Boeing 777s.
Israeli intelligence had three possible motives for orchestrating a false flag incident blamed on ethnic Russians or on the Kremlin:
• first, the MH17 crash diverted international media attention from the launch of the Israeli invasion of Gaza, which is a serious rupture of existing peace accords and a massive assault on human rights. Malaysia is an outspoken voice in the UN and the world media on Palestinian rights in Gaza.
• second, Israel, even with the Zionist economic interests in Russia such as BP, has a historical interest in the 45,000-member strong Jewish community in the port of Odessa, which has a large stake in the financial sector, military electronics industry, missile production, and weapons factories. PBN and GQR, lobbying organizations controlled by American Jewish neoconservatives, are the most influential force in Ukraine politics.
• third, the destruction of MH17 serves as a warning to the governments of Malaysia and Australia to cease any further investigation into the strong possibility that MH370 was hijacked by the Israeli military. MH370 was carrying engineers, designers, prototypes, specifications, and a chip foundry for the world’s smallest microchip, the KL series. The leading-edge technology is needed for Israel’s crash program to build a drone army, especially mini-robots capable of infiltrating Iran’s nuclear plants. (This writer has extensively researched and uncovered Israeli involvement in the MH370 hijacking, at rense.com)
One point of bias that needs to be disclosed is that this writer is a sympathizer of Ukraine independence and opposes Russian intervention. In specific incidents, however, such as the destruction of MH17, one’s preferences must be set aside in pursuit of the facts relevant to the case. The Israeli role in this affair cannot be ignored, especially considering Israel’s abiding interests in an independent Ukraine. Therefore, the Kiev government should launch an investigation into the possibility of sabotage by an ally, so as not to harm its legitimacy by incriminating itself together with Israeli state-sponsored terrorism – legitimate grounds for reprisal by its adversary. A Ukraine that claims to be independent should try to be independent.
As an investigation team approaches the crash site, the real cover-up is yet to begin. The family members and friends of both targeted Malaysia Airlines jetliners are owed the truth, and the culprits must be dragged to justice.
Yoichi Shimatsu is a science and technology journalist based in Hong Kong, and former editor of The Japan Times Weekly in Tokyo.
MH17 Hauled Gruesome Cargo in Infected Corpses and Tainted Blood
By Yoichi Shimatsu 7-19-14
In these still early hours following the mystery crash of MH17, one must dare to think the unthinkable. An investigator goes to where the evidence leads, and the evidence so far from the crash site indicates a hellish scenario beyond imagining.
Besides the nearly 300 passengers aboard the ill-fated Malaysia Airlines, the plane’s cargo bay was loaded with dozens of infected corpses drained of their blood and countless packets of possibly virus-contaminated blood serum, according to the local eyewitnesses, first arrivers at the crash site in the Donetsk region along Ukraine-Russia borderlands.
The gruesome finding points irrefutably to Malthusian skulduggery at the highest levels of the World Health Organization (WHO) in sponsoring a covert biological warfare program against the population of Asia. A systematic investigation is now required to uncover the deadliest plot against humanity in modern history. The more predictable outcome, unfortunately, is likely to be a cover-up on an unprecedented scale to protect the globalist elite from scrutiny, legal prosecution, and justice.
The blatant violation of international laws for transporting infectious agents indicates a criminal intent in their use at destination. IATA, the watchdog agency for air travel, strictly controls registration rules in the conveyance of corpses and infectious substances, due to the dangers of accidental spillage or deliberate biowarfare. The WHO also imposes tight reporting rules for physical transfer of materials between laboratories, and is therefore now caught in flagrante delicto violating its own rules.
The notable failure by the Israeli-controlled Amsterdam-Schiphol Airport customs clearance, in addition to the WHO and IATA, to warn emergency crews and investigators at the crash site of the epidemic danger, proves that the gruesome cargo was transported illegally without registration. The UN and WHO are directly implicated in this covert transfer of biowarfare agents in the cargo hold, accompanying some 100 of their top virus researchers, staff members, and NGO supporters in the passenger cabin.
Pity the first responder
Rebel commander Igor Girkin, who goes by the nom de guerre Igor Strelkov, as quoted by AP, reported that local villagers who rushed to the crash scene found “a significant number of the bodies weren’t fresh”. The first responders also said the corpses had been drained of blood and reeked of decomposition.
Could the cadavers have been airfreighted for simple anatomy classes? That is a freshman question. Paying air cargo fees to send bodies to Asia is more of a financial loss than sending coals to Newcastle. There is no shortage of fresh John Does on ice from places like the Philippines. Drained of blood and reeking from decay, the corpses can be nothing other than carriers of an infectious disease.
Decomposed cadavers and tainted blood exposed to wind, soil, and groundwater pose a clear and present threat to public health for millions of people across Ukraine, western Russia, and the countries of the Black Sea, including Moldova, Turkey, and even as far as Greece. A regional warning needs to be issued, but none is forthcoming – not when the WHO is implicated while its executives, the hidden elitist sponsors of genocide, scramble for the cover of respectability. These reprobates nestled in the medical bureaucracy are far worse than ordinary war criminals.
A hair’s breadth from worst case
In a worst-case scenario, and the facts thus far point to a hair’s breadth short of worst case, the MH17 crash on the Ukraine-Russian borderlands could have been the start of a real World War Z. Conversely the shoot-down could have been an act of twisted heroism in a desperate last-minute strike to prevent biological warfare on a global scale.
One question logically raised is whether the transport of infected corpses and tainted blood to host countries can be a standard feature of the UNAIDS conferences. Serving as a medical-science reporter with The University of Hong Kong press, I reported extensively on UNAIDS 2001 in that city and visited the top research university laboratories. I can attest that bodies and blood samples were not obtained as part of the proceedings, and precautionary procedures for the sharing of tiny bits of samples were always followed to a tee.
The WHO was shipping its “zombie” passengers for a criminal purpose, very possibly genocide on a wide scale, perhaps continental. Blood-drained corpses are the stuff of horror movies, but this nightmare arose from one of the busiest airports of “civilized” Europe, and one controlled by ICTS, a security company linked from its inception to the Israeli Mossad.
Mad scientists with renewed support from above
A reason for concern, early in this investigation, is the fact that the Netherlands, the origin of Flight 17, is the center for the engineering of weaponized viruses under Ron Fouchier, the closest research associate of the notorious Japanese influenza expert Yoshihiro Kawaoka. The flu-research center at Eramus Medical University in Rotterdam is the sister laboratory of Kawaoka’s Influenza Research Institute at the University of Wisconsin–Madison.
The deadly duo’s pseudo-scientific research includes the “perfection” of a Spanish flu virus that killed off 20 million victims worldwide in 1918-19. Kawaoka recently boasted that nothing can stop his newest variant of H5N1, the avian influenza virus. Fouchier’s fanatic disciples, meanwhile, have been weaponizing the H7N9 bird-flu virus that killed more than 40 people in China. (Weaponization involves three objectives: first, to hasten the ability of a virus to spread, that is, to be more contagious; second, to increase its lethality; and third, to develop an antidote available only to the chosen few.)
Kawaoka and Fouchier are not mad scientists working on the fringe; they are accredited researchers with powerful funding support. Two years ago, the twin labs received a massive boost in funding from unidentified sources, funneled through department budgets despite vociferous objections from other scientists as to the unstoppable risks.
The patrons of the deadly research include the chairman of the Eramus University trustee board, Anton Van Rossum, a former executive with Solvay, the Belgium chemical producer that illegally provided sarin-gas components to the Israeli biowarfare program aboard an El Al jetliner that crashed in Amsterdam. The El Al flight hit a crowded apartment block soon after takeoff from Schiphol Airport, which also is the takeoff point for MH17.
Aboard that El Al flight was a shipment of an RNA-based bioweapon known as mycoplasm, which replicates in water (for example, inside human lungs) and is suspected to have been used in the two Gulf Wars against Iraq. Bioweapons, Solvay, Israel, Schiphol, ICTS, and Boeing are the common denominators between the 1992 El Al crash and the 2014 Malaysia Airlines disaster.
Preventative action at tragic cost
If the world can still believe in “heroes in white armor” or at least bad guys with a grain of common sense under their black hats, a Hollywood-type disaster script emerges from this real-life action flick. Before the zombie cargo escapes Europe to launch World War Z in Asia, top generals with NATO and the Russian command decide that the payload must be stopped at any cost. Tragic as the passenger casualties are, the loss of billions of innocent lives in an unstoppable global pandemic must be prevented.
Indeed, an independent technical analysis of the video clips from the crash site, by a retired CIA crash expert, confirms just such a scenario:
• the metal fuselage of the Boeing 777 shows no traces of deep and long scratch marks from the steel balls delivered in the warhead of a Buk ground-to-air missile;
• the starboard (right-wing) jet engine was badly damaged and caught fire, pointing to a hit by a smaller air-to-air missile launched from a fighter interceptor, flying at about the same altitude; and
• the midsection was “blown outward and not inward”, indicating a bomb blast inside the cargo bay.
The expert observations, when assembled, show that a NATO interceptor fired a heat-seeking missile at a jet engine, triggering a fire. The flames were expected to move up the fuel lines inside the wing to set fire to the plane and incinerate all contents, especially the infected corpses and blood packets.
The midair disinfection plan came undone when a bomb hidden inside the cargo bay by the Israelis, timed to explode at Kuala Lumpur International Airport (KLIA) to spread biowarfare agents after all the passengers debarked safely, instead heated up and burst midair. The bomb blast blew out the on-board fire before the cargo was torched. The plane plummeted to the ground with the biowarfare agents and corpses intact.
World’s military commanders dread biowarfare
President Vladimir Putin, out of character, did not react forcefully to the accusations of a Russian role in the shoot-down, indicating military commands of NATO and Russia are on the same page in their determination to stop the Israeli-inspired, WHO-backed bioweapons attack against the world population. The other question now, besides decontamination, is: How to track down and punish the perpetrators and planners who were not aboard MH17?
The Ukrainian side, which lacks any of the intelligence professionalism required for these sorts of code-red operations, bungled their version of events and clumsily imposed a communications blackout over the control tower at Kiev Airport. Preventing global genocide is not a task for Cub Scouts out to protect their petty national interests. Imperial powers are far more astute at the deadly game, which is why they are empires and not mere nations.
The threat of World War Z is not over, not when Ukrainians and Russians are being exposed to the unleashed viruses that defy inoculation with vaccines. Trained biowarfare experts in safety suits should collect the evidence and torch the bodies in a mobile plasma incinerator. By the time the clean-up is finished, eastern Ukraine could end up as uninhabited as the central Congo after WHO teams eliminated all potential carriers of ebola.
Evil never quits
The world’s population has practically zero awareness of the well-hidden strategists who plan and order annihilation of entire regions, as has been happening with the ebola campaign and AIDS in Central Africa, or the factor VIII HIV-tainted blood propagation to the war-torn Balkans and Japan under the Clinton and Bush administrations. This summer, another brazen biowarfare attack was within a razor’s edge of exterminating Malaysians and millions of other Asians.
War on a global scale is no longer fought in trenches, but waged in laboratories, airports, city centers, hospitals, senior homes, and schools. It is not called total war; it is simply known as global policy. As a footnote, it should be noted that Professor Kawaoka is a graduate of Kobe University, and that port city is the traditional center for veterans of Unit 731, which unleashed plague and hanta virus against entire cities in World War II. The WHO is the successor to Unit 731, and so WWZ is upon us.
Yoichi Shimatsu is a science writer who organized public health seminars during the SARS and avian influenza outbreaks in Hong Kong and Bangkok. He was the lead investigative journalist in the 1995 Tokyo subway gassing and subsequent terrorist threats against Japan’s nuclear reactors. His article on the Amsterdam crash of an El Al cargo jet loaded with bioweapons, sarin, and war-grade plutonium follows this article.
Dutch Suspect Covert 1992 Nuke Weapon Transfer to Israel
by Yoichi Clark Shimatsu
(PNS) AMSTERDAM – The Dutch Parliament is just this month holding public hearings to determine vital facts about an October 1992 airplane accident.
The El Al Boeing 747 crashed into an apartment building in Bijlmeer, a suburb of Amsterdam, killing 39 people on the ground and four aboard the plane. It was carrying a secret cargo that included the main chemical ingredients for the nerve gas sarin, as well as depleted uranium (DU). Dutch journalists allege it was carrying weapons-grade plutonium as well.
As many as 2,000 local residents and firemen have reported health complaints that they attribute to the crash. Many report loss of hair in the weeks after the crash, a sign of radiation disease.
The hearings at The Hague follow six years of investigation by Dutch journalists Vincent Dekker and Pierre Heyboer with the Volkskrant newspaper. The most important witnesses will not be present, however – officials of the Bush administration.
The flight stopped at Amsterdam’s Schiphol Airport for refueling en route from New York to Tel Aviv. On October 4 last year, the sixth anniversary of the crash, the Dutch transport ministry leaked to a newspaper an El Al bill of lading that shows the plane was carrying 190 liters of dimethyl methylphosphonate (DMMP), four liters of isopropanol, and an undisclosed amount of hydrofluoric acid.
The chemicals were being sent to a super-secret weapons facility, called the Israel Institute for Biological Research (IIBR), south of Tel Aviv.
The Israeli government has claimed that the chemicals were intended for testing gas masks. But most military services use only a few grams for such purposes. The chemicals aboard the El Al jet were enough to produce 270 kilograms of sarin nerve gas – enough to annihilate the populations of many major cities.
The sarin components came from the Solkatronics chemical plant in Morrisville, Pennsylvania, then owned by Solvay, a chemical corporation based in Brussels, Belgium. International transport of such materials is a violation of the Chemical Weapons Treaty, signed by the U.S..
The El Al jet also carried at least 800 kilograms of depleted uranium (DU), used as ballast to balance the jet’s cargo. Burned DU releases uranium dust, which is known to cause lung cancer and other diseases.
Dutch authorities and El Al admit Flight LY1862 carried sarin components and DU, but refuse to provide details on six tons of military cargo. According to airport security personnel, the plane carried seven pallets of unspecified munitions.
Journalist Dekker claims, on the basis of leaks from Dutch officials, that the jet carried 27 kilograms of weapons-grade plutonium, enough to make seven warheads the size of the bomb that was dropped on Nagasaki in 1945.
In addition, soil samples taken at the crash site have turned up evidence suggesting that nuclear weapons technology was being illegally shipped from the U.S. to Israel.
The El Al jet landed and took off at Schiphol, one of the world’s busiest civilian airports, and flew across the most densely populated area of Europe. If 27 kilograms of plutonium had bounced into the burning wreckage, nearly all of Western Europe would have faced a nuclear emergency bigger than the Chernobyl accident.
Dutch and Israeli authorities apparently organized a cover-up. Most documents taken from El Al officials have disappeared. Police audio tapes and 42 videotapes taken by firefighters were shredded. Firemen claimed that they turned in the cockpit voice recorder, or „black box”, but the government denies that it was ever found. Metal parts from the wreckage were recycled and melted down before a proper investigation could begin.
Residents report seeing helicopters, painted black and without markings, landing in their neighborhood. Others tell of a French-speaking team searching the area, and a group of men speaking English, some clad in white chemical protective suits, carrying a heavy box covered with a white cloth.
The Dutch authorities have denied that these events ever happened.
Journalists say Dutch security officials have told them that the Netherlands has allowed Israel to make secret military air shipments through Schiphol since the 1950s. The shipments apparently are outside the Atlantic Alliance military treaties because the aircraft going to Israel are not refueled at NATO airbases but at the commercial airport of Schiphol.
„Schiphol has become a hub for secret weapons transfers because El Al has special status there. Dutch authorities have no jurisdiction over Israeli activities at the airport,” said Henk van der Belt, a member of an investigation team set up by Bijlmeer residents.
Every Sunday at sundown, an El Al cargo plane stops at Schiphol, refueling midway on the long journey between New York and Tel Aviv. All Israel-bound cargo is put inside a vacuum chamber in an underground bunker to test it for bombs equipped with altimeter triggers. But the flight does not appear on any airport video monitors; there is not even an El Al check-in counter. Documents for air freight to Israel are handled inside an unmarked room.
A photo taken just before the 1992 accident showed that the engine of the El Al jet was off-center, indicating it was previously damaged.
Airport workers in Cologne, Germany, where the jet refueled on its way to New York, say the plane collided with an airport ground vehicle there. In other words, the cargo jet loaded with U.S.-made sarin, uranium, and plutonium could have crashed in New York, but it turned out to be a time bomb flying to the heart of Europe.
Jim Stone’s rebuttal to this Shimatsu/Rense article, in Stone’s July 20 update here:
MH17 all but completely proven to be Flight 370
Source: Christopher Bollyn
Israeli Security Firms in London: Fortress GB & ICTS
August 16, 2005
Fortress GB is an Israeli company doing business in Great Britain. It is on the same floor, in the same building, as International Consultants on Targeted Security (ICTS U.K.), another Israeli transportation security firm. ICTS UK and Fortress GB are both located on the 1st floor of Tavistock House South, which is exactly where the bus blew up on July 7.
An Israeli man answered the phone at Fortress GB and was noticeably reluctant to answer any questions about who ran the company, although he did admit that a lot of Israelis worked there. The secretary at ICTS UK Ltd., however, quickly told me that the companies are related.
These Israeli security firms should be investigated in light of the London bombings, because they provide „security technology” for the Tube lines that were bombed. They have perfected their „security” skills in Israel and Iraq, and then apply them in Britain and the U.S.A.. This is a pattern. The same thing happened at Heathrow Airport when the Pan Am flight went down over Lockerbie, and the same thing occurred at Boston and Newark airports on 9-11. Isn’t it time for nations to use their own brains and people to protect their citizens, and stop outsourcing their most fundamental obligations to dodgy Israeli „security” firms? Who guards the guards?
Israeli ICTS Connection to Pollard & Schiphol Airport (Wayne Madsen)
Stop Flight MH370 at Any Cost – World’s Smallest Micro Processor: Freescale Kinesis KL02 – Israeli Espionage Operating Out of Singapore – Defense Advanced Research Projects Agency
Jeff Rense & Yoichi Shimatsu – Flt 370…
SmartQ – Passenger Flow Management by ICTS Systems
Attentats de Moscou – Encore et toujours la ICTS (in French)
New-York Londres Madrid – ICTS – L’étrange coïncidence (in French)
Israeli ICTS Connection To Pollard & Schiphol Airport
By Wayne Madsen 1-2-10
„ICTS is also linked with Israeli espionage against the United States. An ICTS board member, retired Major General Amos Lapidot, served as commander of the Israeli Air Force and authorized Israeli Air Force Colonel Aviem Sella, operating under official cover at the Israeli Consulate General in New York, and Rafael Eitan, head of LAKAM, an Israeli military technical intelligence gatherer, to accept U.S. Navy intelligence official Jonathan Pollard’s offer to spy for Israel.”
December 26-29, 2009 — Who let security fail at Schiphol Airport and why?
Umar Farouk Abdul Mutallab, the University College London student from Nigeria accused of trying to detonate a mixed liquid-powder device on a Northwest Airlines/Delta Airbus 330, flight 253, as it approached Detroit from Amsterdam’s Schiphol Airport on Christmas Day appears to have received some special treatment from security at the Amsterdam airport. The Mutallab case also resembles that of another attempted plane bombing, that of the hapless „shoe bomber” Richard Reid.
It has also been revealed that Mutallab is the son of Alhaji Umaru Mutallab, the former chairman of First Bank of Nigeria. According to This Day of Lagos, the elder Mutallab claims he reported the extremist views of his son to Nigerian security agencies, as well as to the U.S. embassy in Abuja, yet no attempt was made to prevent the radically-inclined Nigerian student to board the plane in Schiphol. The attempted plane bomber was schooled at the British International School in Lome, Togo and attended college in London and moved to Egypt and Dubai. The elder Mutallab is a frequent visitor to the United States and he is married to a Yemeni woman. …
For a number of years, passengers at Schiphol flying to the United States have been subjected to intense grilling by security personnel linked to an Israeli firm. In fact, these procedures were in effect even prior to the 9/11 attacks and many were put into place after the Pan Am 103 bombing in December 1998. U.S.-bound passengers at Schiphol are asked a number of personal questions, including where they have stayed either in the Netherlands or in their country of origin. Hotel receipts are routinely requested by security personnel and the addresses of private temporary residences are recorded. Mutallab boarded a KLM flight in Lagos for Schiphol where he transited for his onward flight to Detroit on Northwest/Delta.
Six months prior to Reid’s near shoe bombing of American Airlines flight 63 from Paris to Miami in December 2001, while memories of 9/11 were still fresh in everyone’s mind, Reid attempted to board an El Al flight from Schiphol to Tel Aviv. Reid was taken aside by El Al security and identified as a terrorist suspect. Reid paid for a one-way ticket with cash and would not reveal what he planned to do in Israel. However, rather than turning Reid into Dutch security for further action, he was allowed to board the El Al flight by Israel’s Shin Bet security so his movements during his five days in Israel could be monitored. Six months later, Reid attempted to ignite his shoe on the flight from Paris to Miami. Israel had not informed British, American, or any other security agency of the concerns about Reid. Reid’s aunt, Claudette Lewis who raised Reid in south London, was quoted as saying she believed her nephew had been „brainwashed.”
Reid later said El Al failed to detect that he had explosives in his shoes on the flight to Tel Aviv, an amazing revelation considering the Israeli airline’s tight security. .. The links between El Al security and Mossad are extremely close with abundant cross-pollination of senior personnel back and forth.
The security company that allowed Reid to board American Airlines 63 at Charles de Gaulle airport in Paris was ICTS (International Consultants on Targeted Security) International. ICTS’s senior management are all ex-Israeli security officials, many of whom worked for El Al security.
In 2003, ICTS’s chairman, Ezra Harel, and director Menachem Atzmon were detained and questioned by police in a criminal investigation of Harel’s business dealings. Harel was accused of paying bribes to Israel Electric Corporation (IEC) director Dan Cohen, an Israeli attorney who subsequently fled to Peru, for a lucrative contract involving Harel’s company Rogosin Industries and IEC. The illegal deals involved off-shore entities created by Cohen in the Channel Islands, Velsheda, CN, Cusley International Ltd. and APK Ltd. and Cobalt, an entity created by Harel to launder money through Bank Leumi in New York. Harel and Atzmon were also involved in a questionable deal in acquiring the port of Rostock, Germany through an entity called Kent Investment Holding Ltd. Atzmon operated through a number of entities, including Harmony Ventures, BV, Albermale Investment, Ltd., and Seehafen Rostock, the company that was managing the operations of thr port of Rostock.
ICTS’s president was Lior Zouker. Zouker stepped down in 2004. Harel, who started ICTS in 1982, retired in 2003 and was replaced by Elie Housman. Harel, a U.S.-Israeli dual citizen, died shortly after retiring. Harel for years had used Delawar-based corporations to conduct his worldwide business activities while his Israeli banking partner, Atzmon, was based in Zurich.
It was ICTS that largely developed the passenger „profiling” procedures used at Schiphol and other airports around the world through its subsidiary, ICTS Holland Products BV.
A significant shareholder in ICTS is an entity called „Everest Special Situations Fund LP” of Platinum House, 21 Ha’arba’a St.. Tel Aviv. According to Securities and Exchange Commission filings, the Everest entity is also financially linked to Metro One Telecommunications of Beaverton, Oregon; Simon Worldwide, an advertising firm in Los Angeles; Gyrodyne of New York City, a non-residential building operator; and Concord Camera Corporation, which, significantly, was headquartered at 4000 Hollywood Boulevard, Presidential Circle, 6th Floor, North Tower, Hollywood, Florida.
ICTS is also linked with Israeli espionage against the United States. An ICTS board member, retired Major General Amos Lapidot, served as commander of the Israeli Air Force and authorized Israeli Air Force Colonel Aviem Sella, operating under official cover at the Israeli Consulate General in New York, and Rafael Eitan, head of LAKAM, an Israeli military technical intelligence gatherer, to accept U.S. Navy intelligence official Jonathan Pollard’s offer to spy for Israel.
ICTS International, headquartered in Amstelveen, Netherlands, is also involved in providing various security controls at Schiphol airport. ICTS has a major presence around the world in airport security with contracts at Hong Kong, Bangkok, Suva, Auckland, Singapore, Macau, Chicago O’Hare, London Gatwick, Newark, Los Angeles, and Belfast. In 1999, Detroit airport abruptly canceled its security contract with Argenbright Security Inc. and replaced it with Huntleigh of St. Louis. Huntleigh had recently been purchased by ICTS. In December 2001, Huntleigh/ICTS screeners at San Diego Interntional Airport placed a dummy „test” grenade in the carry-on baggage of an unwitting Chicago-bound passenger. Huntleigh/ICTS also provided „security” at Boston’s Logan Airport on September 11, 2001.
In June 2009, ICTS was reportedly teetering on the brink of bankruptcy and was attracting a number of potential buyers.
ALL THE 9-11 AIRPORTS SERVICED BY ONE ISRAELI OWNED COMPANY
It’s one of those times when an innocuous comment in an unrelated news report triggers a revelation.
In the article at http://afrocubaweb.com/news/israelispying.htm there is the following paragraph:
„To make the situation worse, a private security company called ICTS, owned by an Israeli, Ezra Harel, and registered in the Netherlands, was employed at Charles de Gaulle airport to screen passengers boarding US planes. Most of its personnel are ex-Shin Bet officers. The company covers security at Boston’s Logan airport, where the American Airlines plane came down after flight attendants and passengers overpowered Reid.”
The point of the article was that ICTS knew shoe bomber Richard Reid was dangerous, but allowed him on board a flight from Tel Aviv to Paris. Maybe they did and maybe they didn’t. But the idea that an Israeli owned company had inside access to the airport used to launch an abortive terror attack brought to mind the strange message Odigo Systems, another Israeli owned company with offices near the World Trade Towers, received that warned of the impending attacks before the hijacked planes had even left the ground.
Then there was the story of crotch-bomber Umar Farouk Abdulmutallab, who was allowed to board Northwest flight 253 from Amsterdam on Christmas Day 2009. And again, gate security that allowed him to pass was ICTS!
So, I went back to another story that had surfaced briefly, reported at http://www.worldnetdaily.com/news/article.asp?ARTICLE_ID=26626 about how at least one hijacker had smuggled a GUN aboard one of the hijacked planes. Even prior to 9-11, getting a gun on board a passenger plane represented a serious lapse of security. I wondered why this story of a gun was being concealed behind talk of box cutters and screwdrivers.
Then I went back to the first article and its mention that ICTS handled security at Logan International Airport, from which two of the 9-11 hijacked planes had departed.
Sure enough, a visit to ICTS’ own web site at http://www.icts-int.com/ confirms that ICTS is in fact an Israeli owned company, and that it sells services to every airport from which the hijacked planes operated, including security, sometimes through wholly owned subsidiaries like Huntleigh USA Corporation.
It has been suggested that the incredible feat of hijacking four aircraft without a single arrest at the gate would require the resources of a nation-state. This is even more true with the revelation that at least one gun had managed to be aboard a hijacked plane. One company had automatic inside access to all of the airports from which hijacked planes departed on 9-11, and to the airports used by Richard Reid, the shoe bomber. An Israeli company. One that Mossad agents could easily find employment with without the management knowing who they were or what their purpose really was.
But one thing is clear. By virtue of the Odigo warning, someone knew enough about the planned attacks to warn Odigo before the planes had even departed the airport gates, yet they did not call the Israeli security company at the airports which could have stopped the flights from leaving.
Think about that one for a while.
Hours before the House version of the first Patriot Act went to a vote, „technical corrections” were inserted into the body of the legislation whereby foreign security companies such as ICTS-International would be immune from lawsuits related to the events of 9/11. Talk about not being available for deposition! This „Patriot” act legislative sleight of hand occurred before the inception of the 9/11 Commission when Fearless Leader George W. Bush was still resisting the very IDEA of an investigation into 9/11. Hence, in the face of an institutional cover-up, citizens were denied the possibility of a discovery process which is normally afforded to litigants. Without such discovery process, ICTS-International would never be compelled by a court of law to give testimony and show evidence related to the missing airport video surveillance tapes of 9/11 or any other aspect of security measures in place on 9/11. [rense.com]
„Evidence linking these Israelis to 9/11 is classified. I cannot tell you about evidence that has been gathered. It’s classified information.”
US official quoted in Carl Cameron’s Fox News report on the Israeli spy ring.
„Investigators within the DEA, INS and FBI have all told Fox News that to pursue or even suggest Israeli spying … is considered career suicide.”
Carl Cameron, as quoted in The Spies Who Came In From The Art Sale
„While I agree with you, if I say anything about US geopolitical interests with Israel, I might as well clean off my desk.”
Unnamed reporter as quoted in American Media Censorship and Israel