Draft newsletter for Sunday April 12, 2015. Newsletters can be found in the archives by Friday also. http://www.zetatalk.com/newsletr/archives.htm
Did Planet X, aka Nibiru make an appearance during the eclipse on March 20, 2015? It did indeed, or at least the Moon Swirls were evident. As is typical during eclipse viewing, official viewing sites reduce the glare of the Sun so much that the sky appears black, rather than light blue. Thus any evidence of Planet X is lost in the dark. Khartoum http://www.independent.co.uk/incoming/article10115431.ece/alternate... and India http://www.independent.co.uk/incoming/article10115514.ece/alternate... caught a partial eclipse. The UK http://www.independent.co.uk/news/science/solar-eclipse-uk-spectacl... had an 83% eclipse but cloudy skies. And Svalbard in Norway had the best view due not only to being in the right swath but also due to having clear skies.
'Breathtaking' Solar Eclipse Witnessed by Millions
March 20, 2015
A great swathe of the Earth's surface was plunged into darkness as the Moon came between us and the Sun. In all parts of the UK, the eclipse reached at least 83%, with the darkness peaking at about 09:35 GMT. The precise timing and degree of the eclipse varied with location.
A video from the Telegraph
in the UK showed a dark orb at the 4 o’clock position to the Sun, but this is likely a Moon Swirl rather than the corpus of Planet X itself. This Moon Swirl shows up in images from Svalbard, Norway also. Note that in the Telegraph video, the dark orb, at times with a companion, drifts away from the Sun, drifting to the right. The Sun is moving left to right as it rises at this time of day, so if this dark spot were a smudge on the lens, logically the Sun should have moved over the dark orb.
Footage from Svalbard,
where there was a total eclipse, showed blurping about on the Sun’s surface, arcs and the glow from solar activity, as expected. But there were ALSO anomalies. An orb, standing out from the surface of the Sun, was clearly captured at the 10 o’clock position. This correlates with the location shown on Alberto’s photos where the tail of Planet X lands as it wafts below the Sun to the left, then up.
The Moon Swirls made an appearance NOT where solar activity was located, but where the Sun was quiet. Solar Prominences
can be seen along the edge of the Sun, aligned with solar activity, as these images of the Sun taken during the time of the eclipse show. The ecliptic was also straight across in the view from the UK and Svalbard, so a tilted ecliptic did not skew the view.
Yet another airplane crashes due to electro-magnetic pulse. This time the crash was in the heart of Europe in the foothills of the Alps. The Zetas explain that stretch zones are susceptible to attracting the charged tail of Planet X, and the Eurasian Plate is under a stretch.
Germanwings Crash: Plane Obliterated, 150 Presumed Dead
March 24, 2015
A Germanwings Airbus A320 plane carrying at least 148 people crashed Tuesday in the foothills of the Alps in southeastern France. The plane crashed near Digne-les-Bains, in the Alpes de Haute Provence region.
Germanwings Plane Crashes In South France, 150 Feared Dead
March 24, 2015
The cause of the crash was not immediately clear. There did not appear to be turbulence or low cloud ceiling in the area.
ZetaTalk Summary 3/28/2015:
We have repeatedly stressed that certain parts of the globe are susceptible to interaction with the charged tail of Planet X. This is certainly the case on the Sunda Plate, which is under continuous pressure to slip under the curve of the Indo-Australian Plate, as the MH 370 disaster
shows. Stretch zones are most susceptible to the electromagnetic screech in the rock and the interplay with the charged tail of Planet X that causes interference with airplane electronics. This can be seen by AF 447 in 2009 while over the spreading Atlantic Rift. All of the Eurasian Plate, from the UK through to China, is under such a stretch. This can be seen in the hum in the UK
and disappearing radar
over the Danube River course and methane flashes
in the Urals and the Sleepy Hollow
What was the cause of the Germanwings crash? What is known is that the plane reached cruising speed and then began a descent. Meanwhile there was no communication from the cockpit, though communication lines had been open just a minute before the descent. If there was total electronic failure, as happened for AF 447 in 2009 and MH 370 in 2014, with no oxygen pumped into the cockpit or passenger cabin, the pilot can become unconscious.
Airbus A320 Plane Crash in Southern France
March 24, 2015
Germanwings say they are not aware of any complications during the descent of the aircraft. It started descending one minute after reaching its cruising height and continued to lose altitude for eight minutes, before finally crashing. Air traffic controllers said they were in contact with the pilots of the Germanwings A320 aircraft just a minute before the plane started to descend.
Britons on Board Doomed Germanwings Flight 4U 9525
March 25, 2015
Air traffic controllers claimed they received no SOS despite the jet nosediving 32,000 ft in just eight minutes. It is understood to have crashed at more than 400mph.
Without oxygen, the pilots and crew as well as the passengers will quickly become sleepy, confused, nauseous, and unconscious. If brain death occurs within four minutes, the stage where one is confused and unconscious occurs very quickly, in less than a minute. Electromagnetic pulse also affects electronics selectively, some incapacitated, some only damaged, but other managing to function. Electromagnetic pulse also makes one sleepy, as the Sleepy Hollow phenomena shows.
Continued oxygen deprivation results in fainting, long-term loss of consciousness, coma, seizures, cessation of brain stem reflexes, and brain death.
Symptoms of asphyxia vary but may include light-headedness, nausea, and gasping, followed by unconsciousness and death. An area quickly affected is the cerebral cortex, the brain center for speech and other conscious behavior; it can be irreparably damaged by as little as five minutes of oxygen deprivation.
The electromagnetic pulse induces large currents in conductors that are part of or are connected to the equipment. These high currents can do the following: Induce voltages high enough to arc from one conductor to another, damaging whatever is connected to them. Induce voltages high enough to arc from a conductor to a device, damaging the device. Exceed the current-carrying capabilities of conductors or components in the device, damaging them. Induce voltages that exceed the voltage limitations of components in the device, damaging them. Induce voltages that exceed the breakdown voltage of insulation in the device, damaging other components. Cause voltage spikes that move atoms around in the doping of semiconductors, ruining them. Cause voltage spikes that puncture through the metallic oxide gates in semiconductors, ruining them. Cause all of the sparkplugs in an internal combustion engine to fire at the same time, stopping the engine. Damage the semiconductors in an electronic ignition system, stopping the engine and keeping it from running again. Blow fuses in electric power transmission lines, putting them out of service until the fuses are replaced.
One of the flight data recorders, the voice recorder from the cockpit, was retrieved and revealed that up until the descent all was normal and calm. Then when they reached cruising altitude the pilot left the cockpit and went to the bathroom but could not get back in. In the LIMITED audio released to the media, the pilot can be heard pounding on the door. However, A320 doors are electronically controlled,
locking and unlocking electronically. Loss of electronic control would have LOCKED the door and disabled the pad. Or there would have been frantic keypad buzzing, clicking of the toggle switch in the cockpit to re-lock the door, and intercom phone calls. NONE of this was mentioned by the media. Why not?
Cockpit Door: A forward-opening door separates the cockpit from the passenger compartment. In an emergency it can be forced open in either direction. The door has an electric locking latch controlled by the door unlock pushbutton on the pedestal. To unlock the door, the pilot must press the pushbutton, and maintain it pressed.
Germanwings Pilot Was Locked Out of Cockpit Before Crash in France
March 26, 2015
The audio indicated that one of the pilots left the cockpit and could not re-enter. “The guy outside is knocking lightly on the door, and there is no answer,” the investigator said. “And then he hits the door stronger, and no answer. There is never an answer.” He said, “You can hear he is trying to smash the door down.” Among the theories that have been put forward by air safety analysts not involved in the investigation is the possibility that a pilot could have been incapacitated by a sudden event such as a fire or a drop in cabin pressure.
Germanwing Crash Not the Full Story
March 29, 2015
Arnoux also wonders why no mention was made by investigators of hearing the loud strident beeping made by the cockpit door console when the emergency access code is entered to open the cockpit door. Arnoux recognizes that the emergency unlock code could have been overridden by someone in the cockpit manually holding the lock button down, but this would not have prevented the beeping once the code was entered outside. This would have been the clearest confirmation that one of the pilots had been locked out. Yet no mention was made of it.
The press is claiming the sounds of the co-pilot breathing steadily can be heard, thus his intention to commit suicide. This is more symptomatic of an unconscious co-pilot, as someone deliberately flying into a mountainside would be emotional and breathing rapidly. An unconscious co-pilot could also have fallen sideways onto the joystick, pushing it forward to cause the descent. The media ONLY mentions turning a dial to control descent, which is an adjustment to the autopilot, not the joystick option. Manipulating the joystick overrides the autopilot. Why not? Because for airline profits to be maintained, the co-pilot is being blamed.
The A320 is the First Launched Engineering Essay
The A320 families typically used digital fly-by-wire control systems and control the aircraft by joystick at side-stick usually on right hand side, in commercial aircraft.
March 25, 2015
I have a question specifically for Airbus drivers. In normal cruise configuration, should a pilot end up leaning on the sidestick, pushing it forward, what will the aircraft do? Thinking about a possible incapacitation scenario, ie slumped forward due to a heart attack or anurism or some such event. What would the aircraft do with normal cruise set on auto, but a sidestick pushed forward?
ZetaTalk Analysis 3/28/2015:
Has the public been allowed to hear the cockpit voice recorder? This will not be allowed, or only after it has been altered to fit the circumstances. What is missing at present is the door access buzzer. Normal exit and entry are via an intercom identification after a single keypad button is pushed. In an emergency a code can be typed into the keypad. It is true that the cockpit can block entry by pressing the lock button continuously. But during all or any of this, a buzzer is loudly sounding. If scraping chairs and a shutting door and steady breathing can be heard, where is the buzzer? The press has made much of the co-pilot breathing “steadily”, proof that he is alive and the crash deliberate. Anyone conscious and seeing a crash into a mountain side looming will not be calm. This is an involuntary response. He would be screaming, and rapidly breathing. Oxygen deprivation first involves confusion and sleepiness, then becoming unconscious, so unless alerted that the oxygen level is dropping, the co-pilot was unaware this was happening to him. How often do carbon monoxide deaths occur where the family is taken unaware?
Compare the sounds of the last 60 seconds
recorded on the Germanwings cockpit recorder to the sounds expected
from an A 320 cockpit. Note that only the last 60 second were released to the media. Bild, a German magazine, also released the full transcript
of the audio, which matches reports to date and the 60 second audio released to the media. If the electronic operation of the door were involved at any time, the intercom phone ringing would be heard. If this resulted in the co-pilot unlocking the door, or trying to push the toggle to lock so it could NOT be unlocked, the sound of the toggle would be heard as well as the keypad buzzer in the cockpit. If the co-pilot was ignoring these requests, then repeated keypad buzzing and toggle to lock would be heard, yet none of this was reported in the media. If, per the narrative being pushed in the media, the co-pilot had thrown a bolt on the door, then THIS TOO would be heard on the tape, as the media is claiming that a chair scuff on the floor and the sound of a shutting door could be heard. And in any case, the keypad would be tried, at least at first. The last 60 seconds include only pounding on the door with voices in the background, an alarm a few seconds before impact, more voices in the background and at the very end yet another alarm or call. None of the sounds on the recording match the anticipated intercom or keypad sounds.
So what caused the crash? The African Roll may have only just started, but there are signs that the Mediterranean is pulling apart while the African Plate drops. This stretch does indeed affect the foothills of the Alps.
ZetaTalk Comment 3/28/2015:
Recently passengers on a flight from Barcelona to Israel
grew faint from methane gas brought into the plane as it traveled along the spreading Mediterranean rip. Barcelona was in the news again when an EasyJet was struck by lightning.
We have predicted that the African Roll will pull Gibraltar apart by an additional 125 miles. The Mediterranean in the past was a swamp, but now is a sea, due to such actions in the past. When the edge of the Eurasian Plate loses support along the Mediterranean, what does this do to the rock in the area?
Rock being pulled apart does not just register distress at the rip point. Rock layers are attached, glued to other rock layers and to seams within the rock layers themselves for long distances. The Germanwings A320 was rising above the Alps, at the very foothills where in the past the rock had been jammed under the high Alps. The foothills of the Alps present a complicated situation, where rock layers below the Alps are subject to the long reach of the stretching of the Mediterranean, while the weight of the Alps prevents these pulled rock layers from being able to adjust. It is thus an aggravated stretch zone, and thus dangerous for air travel.
CERN also had magnetic problems, just two days BEFORE and in the days AFTER the Germanwings airplane crashed. CERN uses magnets intensively, and thus would be subject to the electromagnetic pulse that disabled the Germanwings plane in the French Alps. CERN is located in Geneva, nearby, also on the Franco-Swiss border.
In pictures: X-rays Probe LHC for Cause of Short Circuit
March 26, 2015
Early last Saturday morning [March 21], while full-scale tests of all systems were ongoing in preparation for beam injection, an earth fault developed in the main dipole circuit of sector 3-4 of the Large Hadron Collider (LHC). All the protection systems worked properly and there was no harm done. The fault developed at relatively low current and was initially intermittent in nature.
Electric Fault Delays Relaunch of CERN Collider after Two-Year Refit
March 25, 2015
Engineers had been expected to start on Wednesday [March 26] pumping proton beams in opposite directions all the way round the two 27-km (17-mile) underground tubes in the LHC, closed down for the past two years for a refit. Scientists at Europe's CERN research centre have had to postpone the imminent relaunch of their refitted 'Big Bang' machine, the Large Hadron Collider, because of a short-circuit in the wiring of one of the vital magnets.
In the days following the crash of the Germanwings plane, on March 27, the Netherlands had an extensive blackout affecting Amsterdam and the entire region. And on March 30 Turkey had an extensive blackout affecting half the country. Per the Zetas, the European stretch is once again the cause. How will the establishment react? To date, they have presented a cover-up. AF 447 in 2009 was declared due to a pilot error and bad weather. This despite the fact that an automated technical report indicated that the electrical systems were shutting down, one by one. MH 370 was blamed on pilot suicide and bad weather too.
What Happened to Flight 447?
June 1, 2009
A succession of a dozen technical messages showed that several electrical systems had broken down, most ominously the pressurization system - a totally unprecedented situation in the plane. A succession of a dozen technical messages (showed that) several electrical systems had broken down.
What Really Happened Aboard Air France 447
December 6, 2011
At 1h51m, the cockpit becomes illuminated by a strange electrical phenomenon. The two copilots discuss the unusually elevated external temperature, which has prevented them from climbing to their desired altitude. Suddenly, a strange aroma, like an electrical transformer, floods the cockpit, and the temperature suddenly increases. Just then an alarm sounds for 2.2 seconds, indicating that the autopilot is disconnecting. Note, however, that the plane has suffered no mechanical malfunction. The word "Stall!" will blare through the cockpit 75 times.
The Germanwings crash cannot blame the weather, which was perfect. Per the Zetas, the airline industries will not allow the truth to be told. Profits come first, and the lives of the common man are the least of their concerns.
ZetaTalk Comment 3/28/2015:
The public will never learn the truth, as in all such cases electromagnetic interference is dismissed, the profits and jobs involved in the airline industry taking precedence of the truth. This will result in any case as the public gets leery of air travel, insurance costs rise, and airline companies go out of business.