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Kent Şehri Dük'ünün Çökmesini Sağlamak

Mesajgönderen TurkmenCopur » 19 Tem 2012, 10:06

Crashing the Duke of Kent

Flying Boat’s Holy Ghost

King George VI installed his younger brother, the Duke of Kent as Grand Master Mason in 1939 and he became the Hereditary Grand Master of Anglo-American Freemasonry. The fourth son of King George V1 married Marina, the Princess of Greece and Denmark (1906-68) and they had two sons.

The Duke of Kent was addicted to cocaine, morphine and sex, both with men and women. He didn’t care which. He had a long string of affairs before marriage and continued these during his marriage making his wife one of the most cuckold women in history, next to the Queen.

His better known female partners included Ethel Margaret Whigham who became the Duchess of Argyll, Indira Raje, the Maharani of Cooch Behar, banking heiress Poppy Baring, musical star Jessie Mathews, black cabaret singer Florence Mills, and American socialite and drug addict Kiki Preston (nee Alice Gwynne) with whom he had an illegitimate child. Parenthood didn’t slow them down and they had a menage a trois with the bisexual Jorge Ferrara, son of an Argentine ambassador.

The Duke of Kent also had affairs with his distant cousin, Louis Ferdinand, Prince of Prussia, his half-bother Anthony Blunt (making him an incestuous homosexual) and actor Noel Coward for 19 years, explaining why so many of Coward’s plays were inflicted upon us. (Whoever gets to root the most royals for the longest gets the patronage). The Duke of Kent wrote love letters to Noel Coward and these were stolen from Coward’s house in 1942. He also wrote love letters to a male prostitute who responded by blackmailing him.

The Duke of Kent’s eldest son, Prince Edward, was the son of a cocaine and morphine addict and was born with a face like sin in a silly mirror. Lacking the required looks for royal acceptance, the family moved from London to Buckinghamshire in 1936 to keep all male members out of the public eye.

' The fifth son of King George V, Prince John (1905-19) was retarded and largely ignored. All were the half-brothers of the treasonous spy Anthony Blunt.

The Murder of Lord Erroll

Josslyn Victor Hay was the 22nd Lord Errol. He was the son of the British High Commissioner in the Rhineland, had a photographic memory, was an excellent public speaker and was part of the Clivedon set.

Lord Erroll came to see both sides of the war - the British side, the German side . . . and the bankers side. He understood Hitler’s fascism to be a front for the communism that was to come and he had enough connections to understand the occult links between Churchill and Hitler. Erroll was aware of how the Crown bankers had used Hitler to create a war of profit and social change to their liking and he said as much within earshot of MI-5.

Little did Lord Erroll know, the privately owned Crown bankers, the Rothschilds, had also grown and developed Hitler.

MI-5’s primary role was protecting the national status quo and any insightful revelation was an unwanted revelation. Churchill was advised and Errol had to go.

Churchill discussed this with the Duke of Hamilton and they colluded to murder the 22nd Lord Errol, Josslyn Victor Hay. On 7 September 1940, the 14th Duke of Hamilton met with others to discuss the murder. Five days later the contract was handed over to the Special Operations Executive from where it went to Cairo under the name Operation highland clearance.

Lady Diana Broughton had a penchant for forcing men to perform cunnilingus on her at gunpoint and she literally came with a bang. Sir Henry and Lady Broughton were two MI-5 assets. In November 1940 they travelled to Happy Valley, north of Nairobi, in Kenya and involved Lord Erroll in a love-triangle.

The following month, in December 1940, an SOE couple entered Kenya and late on the night of 23 January 1941, Lord Erroll dropped Lady Broughton off at her home and then drove past the SOE couple who were pretending to have engine trouble by the side of the road. Lord Erroll gave the female a ride back towards town. With two radio- controlled MI-5 teams following, she pointed the gun at Erroll who stopped the car. She had him kneel in the passenger foot-well of his car. It was close to midnight on 23 January 1941 and she shot him in the back of the head execution style.

Lord Erroll was wearing his army uniform at the time and up to the point of death, the whole experience was not dissimilar to the way Lady Brougthon had treated him.

Diana’s husband, Sir Henry ‘Jock’ Broughton was charged with the murder. MI-6 usually fit people up, but because ‘both were MI-5 assets and party to the intelligence hit, and Jock had been knighted, the trial was a distraction so that any real evidence by the real killers was never followed up. Jock was found ‘not guilty’.

Even before this information came out, it was widely accepted in intelligence circles that Lord Erroll’s murder was an intelligence hit on the orders of Winston Churchill - one of many for Winston. In this case he used the 14th Duke of Hamilton to come up with the plan and have it executed.

The Duke of Hamilton was a homosexual occultist. He was having an affair with Albrecht Haushofer, the son of Rudolf Hess’ mentor, Karl Haushofer, who had originated the concept of lebensraum. This gave Churchill leverage over Hamilton who was a higher-ranking Freemason than Winston.2

Such cause celebre (big fuck ups) were common and this one was illustrated in the movie White Mischief in 1987. The movie makers brought it to our attention, but they still muffed it.

Flying Boats

Most large cities were on the coast or rivers and in the late 1930s runways didn’t exist. Airfields were short, often rough, and before retractable wheels, planes were no faster than flying boats. Nevertheless, Sunderland flying boats were not the best of planes. They were much loved but underpowered, slow to take off, had limited range, were sabotaged by their manufacturers and their service crews, and were involved in every political machination of blind patriotism, royal anarchy and overt sabotage. As a result Sunderlands were in a constant state of ever-changing non-development.

Sunderlands appeared to be capable and threatening, had plenty of small .303 weaponry and were known as “Flying Porcupines”.

However they were large and slow, fuel and explosives were stored together, they were prone to self-sabotage, sabotage, forward radar detection and attack.

Sunderlands were “Flying Turtles”. They were much loved flying death traps and those who survived even reconnaissance missions were lucky to survive reconnaissance missions.

Arthur Gouge, Sunderlands and Saunders-Roe

Oswald Short and Francis Webber designed the first metal-hulled flying boat, the diminutive Cockle which first flew on 18 September 1924. Arthur Gouge then succeeded Webber as chief designer and designed the Singapore I from which the Sunderland emerged. The Seaplane Works at Rochester built 27 flying boats of eight different designs from the launch of the Singapore I flying boat on 17 August 1926 (a bi-plane flying boat) to the first Sunderland/Empire/C Class flying boat in 1936.

In 1934 the British postmaster general declared that all first-class Royal Mail should go by air.1 This effectively subsidised air travel and led to a contract for long-range flying boats which went almost immediately to the Short Brothers of Rochester, England. It was an inside job, but their only competition was the Supermarine and they were busy with the Spitfire.

The head of the design team, with a huge influence over research and development, was Arthur Gouge (later Sir Arthur Gouge) and he ensured that underpowered and overtaxed British engines were used for as long as possible. This led to slow and expensive travel, a high turnover of engines, many unnecessary crashes, many failed rescues and many failed escapes.

Saunders-Roe Ltd believed flying boats were going to be the next big thing after the war so they took over Shorts in 1943 in what was as close as you could get to a company takeover during wartime. At the same time Oswald Short resigned as Chairman of Shorts to become Honorary Life President and Arthur Gouge become Vice-Chairman of Saunders-Roe Ltd. This meant that Arthur Gouge had taken over from Oswald Short and was now in charge of design and construction.

The first thing Saunders-Roe did was sell Americans the idea that German flying boats were aiding German communication and escapes. The Americans then shot down German flying boats and this eliminated much of Saunders-Roe’s post-war competition. The only competition left was American and mainly the Spruce Goose.

As Vice-Chairman of Saunders-Roe, Arthur Gouge’s main responsibility was to direct the design and construction of the Shetland R 14/40 flying boat. It was assembled in October 1944 at the Short’s factory at Rochester and weighed 56,700 kg, three times the size of an early Sunderland.

The Brabazon committee met in 1944 to establish the shape of British post-war commercial aircraft and were considering flying boats for the South Atlantic and Pacific routes. Saunders-Roe had detailed proposals for large flying boats up to 150,000 kg, three times the size of the Shetland and nine times the size of the Sunderland. The huge passenger aircraft was designed to steal all passenger travel around the world. The Saunders-Roe SR 45 Princess was launched on 29 August 1952. The second Princess never received any engines. It was launched on water on 13 February 1953 and towed straight to storage. The third Princess never received engines and all were scrapped by 1967.

The Princess (top) and the Spruce Goose flying into oblivion.

The Princess, which turned out to be a flying pig, was smaller than Howard Hughes’ Spruce Goose flying boat. The US Government was on Hughes back and denied him the use of aluminium so he built his 180,0 kg plane out of birch wood and flew it a short distance on 2 November 1947. Other than that, it too went into storage, as did much of flying boat history.

Howard Hughes

Howard Hughes had made himself as rich as God during WWII and had multiple world air-speed records. He was a truth talker and had no feelings for anyone else in the American Aviation Industry. Hughes became too much of a problem for the American Military Industrial Complex and the Mafia, so they had the Mafia kidnap him in the late 1950s during post-war manoeuvring. The Mafia then gave Hughes to the Mormon Mafia who guarded him on contract, blacked out the windows of any penthouse he was living in and turned him into a heroin junkie.

Officially “Hughes only had his hair cut and nails trimmed once a year, was addicted to codeine and valium, was surrounded by Mormons because he trusted them, had contracted syphilis as a young man and had obsessive-compulsive disorder.” In November 1966 Hughes moved Las Vegas and within two years he bought the Desert Inn and lived on the ninth floor. He then bought Castaways, New Frontier, The Landmark Hotel and Casino, Sands and the Silver Slipper. All of these hotels were purchased off the Mafia, essentially for the Mormon Mafia. This suited the FBI down to the ground as it severed Mafia ties to Las Vegas. The Mormon Mafia committee mainly consisted of Latter-day Saints.

The FBI, via Hughes and the Mormon Mafia, were buying up Las Vegas.

Howard Hughes’ kidnap was covered by a marriage to Jean Peters on 12 January 1957, although the whole relationship was carried out by phone. He spent the last twenty years of his life as a prisoner and was then killed on “5 April 1976”.

In 1970 the Mormon Mafia sold Clifford Irving a copy of the computer-generated biography of Howard Hughes before it was published. Clifford published it as the co-author and made a fortune out of Autobiography of Howard Hughes. The biography was denied by Howard Hughes on television on 9 January 1972. Hughes denied it by telephone conference by talking to seven journalists he’d known prior to his kidnapping. Hughes did not appear on the TV. Irving claimed “the voice was probably fake”. The Mormon that sold Irving the computergenerated manuscript was hunted down and killed and Irving had to go to prison for 17 months (from 16 June 1972) which really pissed him off.

Autobiography of Howard Hughes appeared on the net in 1999 and it is the most truthful account of Howard Hughes’ life. Lies and cover ups are not limited to any media or any time frame and filming for The Hoax began in July 2005. The Hoax is based on Clifford Irving writing Autobiography of Howard Hughes as a hoax. It wasn’t. Meryl Streep’s daughter Jane Gray stars in the movie. That should give The Hoax all the kudos it doesn’t deserve.

When Hughes died in 1976 he only weighed 41 kg (90 pounds). He was such a changed man that the FBI had to resort to fingerprint identification. His real death occurred much later in the 1980s. I spoke with someone who was contracted to kill him, but he was removed from the job due to benevolence on a previous contract.

Sunderlands/C Class/Empire Flying Boats

Sunderlands were collectively known as ‘Empire flying boats’ from a Short Brothers self-promotional letter dated 25 May 1935, a year before the first was launched. Use of the word “Empire” helped to sell them as a luxury and justify the expense of the flights. Sunderlands were way behind the Boeing Clippers and Sikorsky transatlantic flights and this was a huge embarrassment to the puffed-up British. American Clippers were flying from San Francisco to Hawaii in 1939 whereas the Sunderlands needed refuelling every 800-965 km. The British compensated for this by loving their flying boats, all 42 of them.

“All the 42 Empire ‘boats were built in the main assembly shop - No. 3 Shop - of the Seaplane Works at Rochester, beside the River Medway in Kent. The first s.23, Construction number S. 795 G-ADHL CANOPUS, went down the famous, and still existing, slipway outside the Shop in July 1936 and the last S. 1026 G-AFRA CLEOPATRA, in May 1940 ... 12,000 drawings were needed to construct the first Short Empire flying boat. It seems that all the originals were later destroyed ... All the original tracing masters and stress calculations have been destroyed. The fact that nearly every single print has completely disappeared is difficult to believe but seems to be true . . . none of the aircraft themselves have survived.”

The first Sunderland model, the s.23 flew on 4 July 1936 and was named CANOPUS. It weighed 16,846 kg and took 17 seconds to leave the water. They were commonly known as Empire flying boats. Imperial Airways Limited (IAL) that flew them called them the ‘C class’. The names were always in full capitals and all began with the letter ‘C’. They were also prefixed with who they were flying for, like RMA (Royal Mail Service, 1936-40), TEAL for New Zealand, and QEA for Qantas.

As with the development of all war planes, the pressing into military service of civilian planes, the names of the planes and even the drawings of those planes were an area of confusion, sabotage and selfsabotage. The CANOPUS was the name of the first Sunderland, but it was also the common generic name of the shorter flying boats made before the Sunderland, both of which were made by a company called “Short”. Hence a short Short Sunderland was a Canopus and the first Sunderland was a long CANOPUS made by Short.


The last three planes (CLIFTON, CLEOPATRA and G-AFRB) were ordered on 7 June 1939 by which time at least 7 Sunderlands had crashed.

This last Sunderland was registered on 27 January 1939, the hull was stored on 12 April 1940 and it was scrapped in 1943. It was never flown.

With a shortage of aeroplanes during WWII this was pure sabotage, but there was purpose to this sabotage. Almost all salvaged parts were attributed to this last stored unflown plane.

Name Changes

Eight flying boats had their original names changed. Three of these were delivered to New Zealand and another three to Australia. The other two name changes are not listed.

Sunderland produced three boats (Construction No.s S.884, S.885 and S.886) and named them CAPTAIN COOK, CANTERBURY and CUMBERLAND. All of these names were changed and they were changed in the most confusing fashion. New Zealand and Australian flying boats had a second use covering for anything and everything Britain wanted covered up. Flying boats were also paid for by New Zealand, were not delivered, and were retained, flown and destroyed by the British.

5.884 CAPTAIN COOK was registered as G-AFCY CAPTAIN COOK and delivered on 21 April 1939. Strangely its much celebrated entrance onto Auckland’s Waitemate Harbour was four months later on 28 August 1939, just 12 days before WWII officially started. It had flown 20,0 km from Southampton and done the Horseshoe route, but this would only take four days. CAPTAIN COOK was sold to New Zealand as AO-TEA-ROA with the New Zealand registration ZK-AMC, but the New Zealand government protested over the hyphenated name and it was renamed AWARUA. It was broken up in Auckland after 1953.

5.885 CANTERBURY became G-AFCZ AUSTRALIA, but never reached Australia or New Zealand who had paid for it. It was ‘delivered’ on 24 April 1939, retained by IAL and BOAC, ran aground at Basra on 10 August 1939 after 4 months service and was renamed CLARE. CANTERBURY/AUSTRALIA/CLARE was destroyed by fire on 14/15 September 1942 off Bathurst, West Africa.

5.886 CUMBERLAND was launched as G-AFDA AWARUA and delivered on 25 May 1939, arriving four months later. It had the New Zealand registration ZK-AMC (the same registration as S.884). It was then renamed AOTEAROA (the same name, but without the hyphenation) and re-registered as ZK-AMA (a new registration). “This became the first of the TEAL flying boats” and “was broken up in Auckland after October 1947”.

CAPTAIN COOK changed its name to AO-TEA-ROA and then AWARUA. CANTERBURY changed its name to AUSTRALIA then CLARE. CUMBERLAND changed its name to AWARUA and then AOTEAROA.

Both CAPTAIN COOK and CUMBERLAND had the same New Zealand registration, ZK-AMC and both were called AOTEAROA and AWARUA, but in a different order.

ZK-AMC AWARUA and ZK-AMA AOTEAROA criss-crossed the Tasman countless of times and were used countless of times to search for enemy vessels. Both were fitted with bright Leigh searchlights.

CANTERBURY/G-AFCZ AUSTRALIA/CLARE never made one flight over the Tasman Sea and never landed in New Zealand waters. Britain owes New Zealand £36,200 for this Sunderland they never delivered - NZ$ 2.5 million in todays money. I’ll take a 5% finders fee.

Strange Goings On in Australia

The CARPENTARIA was delivered to Australia on 3 December 1937. It was broken up in Hythe in January 1947.

The COOEE was delivered to Australia on 30 March 1938 and was broken up in Hythe in February 1947.

The COOGEE was officially delivered on 3 January 1938 and was named CHEVIOT by the British, with construction number S849. It officially crashed in Townsville on 1 March 1942 after 4 years service. In reality (not the faked record books and press releases), it was delivered to Australia in February 1942 (4 years after it was officially delivered) and underwent a 50 hour inspection.

COOGEE was parked on the water outside the Queens Hotel in Cleveland Bay, Townsville and the Australian pilots were about to take it on its maiden test flight, late on the Friday summer afternoon.

The British were there and they wanted the plane back after having not delivered it for four years, so the British did a Scottish marriage number on the Aussies.

A Scottish marriage is when the bride’s father gets the groom-to- be drunk before the wedding and marries him to the wrong daughter. The son-in-law then elopes with his intended bride and the married daughter keeps his land and titles, with the Scottish father effectively in control.

Drinking before a flight during wartime warrants a court marshal. Townsville is tropical and February is peak summer, so the British invited the pilots and crew for a celebratory drink on the Friday afternoon. The COOGEE Sunderland crashed during takeoff at 6.02 pm on Friday 27 February 1942 and of the 11 pilot-and-crew, six of the crew were officially written off as “missing believed killed”.

The crewmembers were picked up, advised of the impending court marshal, and hidden under canvas. Half of the crew (those that were not injured) were given fake funerals and commissioned to work Sunderlands for secret wartime missions. In return the injured crew were not charged (the pilot was seriously injured) and their places of burial are given, but the dates are not.

COOGEE was only partially submerged. The British salvaged it from the water and returned it to Britain. It was repaired and returned to British service under an unlisted name, probably with the same name as another plane.

The COORONG was delivered on 26 February 1938 and stranded at Darwin 10 months later on 12 December 1938. It was rebuilt at Rochester (UI<) and reverted to British registry in 1939 as G-AEUI. It was broken up on 10 February 1947.

The COOGEE VH-ABC being loaded.

The COORONG is not present in Brian Cassidy’s Flying Empire list of crashed or stranded Sunderlands. The book published by the Queen’s Parade Press, lists downed Sunderlands. This included planes holed while taxing to shore, but does not include planes stranded during take off.

After the repair, the COORONG was effectively unnamed (except as G-AEUI) and became involved in special work under British tenure. A plane with letters not read as a name was all the more difficult to follow.

The CORIOLANUS was ‘delivered’ on 17 June 1937, although it officially reached Australia in 1942. It was broken up in Sydney at the end of 1947.

The CAMILLA was ‘delivered’ on 13 September 1937 and crashed 5 miles west of at Port Moresby on 22 April 1943, although it officially reached Australia in 1942.

The CLIFTON was ‘delivered’ on 17 March 1940 and crashed in Sydney on 18 November 1944, although it officially reached Australia in 1942.

The CORIOLANUS, CAMILLA and CLIFTON had three to five years of British service before they officially reached Australia in 1942. When they officially reached Australia in 1942, the CARPENTARIA and the COOEE were re-registered in Britain as G-AFBJ and G-AFBL. Before and after 1942, the CARPENTARIA and COOEE appeared on both British and Australian registries.

COORONG changed its name to G-AEUI.

CARPENTARIA changed its name to G-AFBJ.

COOEE changed its name to G-AFBL.

These Sunderlands were not given any further names and were moved to British registry for use in special work. Due to Short’s self-sabotage, this was no work at all followed by crashes in place of more memorably named planes.

Changing plane names to a previous plane’s name, registering planes with the same number, registering planes with the same name but not hyphenated, registering planes with the same name but in a different order, changing plane names after repairs, changing plane names to letters only, changing plane registries, having planes registered in two countries, exchanging planes between countries and naming a plane after a country for another country again and then retaining it under British command, official delivery years after actual delivery, using salvaged parts and attributing them fixed to an unflown plane ... all helped to confuse the Sunderland registry. This was common practise amongst the British both before, during and after WWII and the British continued this with the Messerschmitt manufacturing records when they took over Germany and Austria in April 1945.

Short Self-Sabotage

Shorts also modified Sunderlands to client requirements and gave them ordered names like Mark I, II, III, IV when little of that order existed. The second flying boat off the Short Shop line, CALEDONIA, is cited as both a Mark I and Mark III.

Constantly “upgrading planes” in non-effective ways, and disregarding all beneficial requests for effective upgrades (often at the last minute) meant that it was diabolically difficult to follow the progress of the Sunderland - if indeed there was any. Even the Australians request for 20 mm cannons was sabotaged at the last minute.

It appears that any ‘effective progress’ made by Shorts on the Sunderland was immediately withdrawn. Any progress on the Sunderland, or any progress by Shorts was either stopped, sabotaged, or shipped to Germany for Germany to have as ‘their invention’, to be used to ‘their advantage’ during WWII.

Short, Saunders-Roe, the Sunderland and the Mistral were heavily sabotaged against the British for the benefit of the Germans and the British royal family. The Mistral, for instance, was invented by Shorts and then shipped to Rechlin, a small remote village in Mecklenburg- Vorpommern, Germany, from where many of the British royal family originated, including Princess Luise, Prince Albert’s mother.

Sunderland Crashes

The Sunderland flying boats were an icon. Every country wanted one as it pegged them in the ‘modern’ age just as sky towers and EFTPOS did in the 80s. Sunderlands were a symbol of pride and they were bought by countries. Shorts made a lot of money out of their sabotaged Sunderlands and when they crashed, countries simply bought another one ... at £37,000 . . . and these crashes were frequent, sometimes occurring within days of service.

1. CAPRICORNUS crashed at Ouroux in France on 24 March 1937 after 8 days service.
2. COURTIER crashed in Athens on 1 October 1937 after 5 mth serv.
3. CYGNUS crashed at Brindisi on 5 December 1937, 9 months serv.
4. CALPURNIA crashed at Lake Habbaniyah, 27 Nov. 1938, 17 mth serv.
5. COORONG stranded at Darwin on 12 December 1938 after 10 mths service but is not listed as a “down plane” in Flying Empires.
6. CAVALIER crashed in the North Atlantic on 21 January 1939, 3 yrs serv.
7. CAPELLA was holed in Batavia harbour on 12 March 1939, 26 mth serv.
8. CENTURION crashed in Calcutta on the Hoogly river at Calcutta on 1 May 1939 after 2 years service.9. CHALLENGER crashed at Mosambique on 12 May 1939, 2 yrs serv.
10. CONNEMARA was destroyed by fire in Southampton water on 19 June 1939 after 3 months service.
11. CANTERBURY ran aground at Basra on 10 August 1939 after 4 months service.
12. CARIBOU was lost between Bodo, Norway and an undisclosed location on 4 May 1940. Because nothing was found, it was not listed as downed. Its crash is debateable and is not counted as “downed” in Flying Empires. CARIBOU was swished for special work including the back up plane for ‘Crashing the Duke of Kent’.
13. CABOT was destroyed off Mauren Island near Bodo, Norway on 5 May 1940 (14 months service). It is debateable whether it was the CABOT or the COORONG/G-AEUI that was destroyed.
14. CLYDE was wrecked by a hurricane while at anchor on the Tagus river in Lisbon on 14 February 1941 after 23 months service. CLYDE was not counted as “downed” in Flying Empires.
15. CLIO was modified September 1940-March 1941. It did one patrol and then crashed on its test flight at Loch Indal, Islay Island, Argyllshire on 22 August 1941. Test flights could last up to 400 hours. CLIO’s effective service was 3 years.
16. CASSIOPEIA crashed at Sabang on 29 December 1941, 4 yrs serv.
17. CORIO was shot down near Koepang on 30 January 1942,4 yrs serv.
18. COOLOANGATTA crashed at Sydney on 2 February 1942, 7 yrs serv.
19. CIRCE was lost without trace between Broome and Tijlatjap (seaport on Java’s southern coast) on 28 Feb. 1942, 6V2 yrs serv.
20. COOGEE (not the COOEE) crashed in Townsville on 1 March 1942 after 4 years service.
21. CENTAURUS was destroyed on its moorings at Broome on 3 March 1942 after 3 years service.
22. CORINNA was also destroyed on its moorings at Broome on 3 March 1942 after 3 years service. Flying Empires did not list this plane.
23. CORINTHIAN crashed at Darwin on 22 March 1942, 4Vi yrs serv.
24. CALYPSO crashed at Daru, Papua New Guinea, 8 Aug. 1942, 3 yrs serv.
25. The Duke of Kent’s Sunderland crash on 26 August 1942. This was not listed in Flying Empires probably because it was published by Queen’s Parade Press. The plane was either the CABOT, CARIBOU, COORONG or COOGEE.
26. CANTERBURY/AUSTRALIA/CLARE destroyed by fire off Bathurst, West Africa on its way to Lisbon on 14/15 September 1942 after 2 years service. Four crew were never recovered. It was owned by New Zealand, but never delivered.
27. CERES was destroyed by fire at Durban on 1 Dec. 1942, 5,5 yrs serv.
28. CAMILLA crashed 5 miles west of Port Moresby on 22 April 1943 (1-5,5 years service). Although it crashed in shallow water, the wreck has never been recovered, not even by recent divers.
29. CLIFTON crashed in Sydney on 18 November 1944, after 2-4Vi years service.

In the authoritative Flying Empires, Short ‘C’ class Empire flying boats, Brian Cassidy does not list the crash of the Duke of Kent’s Sunderland on 26 August 1942, nor whether it was a Mark I, Mark II, Mark III or Mark IV; what s. number it had, what Construction No. it had, its registration number, modifications, the name of the plane, the time or date of the crash, nor where it crashed. To all intents and purposes, the Queen’s Parade Press does not acknowledge that the Duke of Kent died in a Sunderland flying boat. Ipso facto, nor does the Queen.

Swishing the Duke of Kent’s Plane

The Duke of Kent’s Sunderland may have been the Mark II listed as “special”. That is, with modifications that were not specified, like a starboard door or an escape hatch through the floor of the cabin. All doors and hatches could be opened from the outside.

The ‘special’ plane is identified as CABOT from its production schedule and was ordered ten months into King George VI reign. George VI was the Duke of Kent’s brother.

Both the CABOT and the CARIBOU had two passenger doors and both were capable of refueling in flight. Both were s.30s.

The CARIBOU was built to replace the COURTIER that crashed in Athens on 1 October 1937 after only 5 months service. CARIBOU was a Mark III, construction No. S.881. CABOT was construction No. S.880 and also a Mark III. “It is thought the unspecified Mark II (S.880) boat ended up in New Zealand”

Although flying boats that ended up in New Zealand and Australia were an area of confusion unto themselves and Australasia was the blaming ground for flying boats, S.880 CABOT did not end up in New Zealand, nor did S.881 CARIBOU. The two New Zealand boats were both Mark IV. Brian Cassidy’s remarks are a lost leader that comes straight from the Queen’s Parade Press/the Queen.

Further on Queen’s Parade Press has another crack at confusion.

“The standard s.23 ‘boats were known at Rochester as Mark I aircraft, the two ‘Bermuda’ ‘boats as Mark IIs and the two first generation ‘Atlantic’ ‘boats, as Mark Ills. The first s.30 - a replacement for G- ADVC COURTIER with Construction Number S.879 - was known as Mark I. [It was a Mark III.] The Mark II s.30 is listed as ‘unspecified’ [It had a starboard door.] The four second generation ‘Atlantic’ ‘boats - Construction Numbers S.880 to S.883 - were known as Mark Ills [correct] and two ‘New Zealand’ ‘boats as Mark IVs [correct]. It seems that the ‘unspecified’ Mark II became the third ‘New Zealand’ ‘boat - on the British register as G-AFCZ AUSTRALIA.”

Big ruse - the third New Zealand boat was the S.886 CUMBERLAND which changed its name to AWARUA and then AOTEAROA and had the British registration G-AFDA and the New Zealand registration ZK- AMC followed by ZK-AMA.

This may seem as dull as dishwater, but war was full of lies and it is important to expose the lies from every angle to ascertain which side your royal family was gunning for.

There was no great sequence to the order of Sunderlands. “The first order was for one Mark I ‘boat - the ‘prototype’ (Construction No. S.759) and one Mark III ‘Atlantic’ ‘boat (S.804). The first production batch comprised one Mark II ‘variation on the Bermuda’ ‘boat (S.811), the original ‘Bermuda ‘boat (S.812), the second ‘Atlantic’ ‘boat (S.813) and nine standard Mark Is (S.814-822) . . . The second production batch of fourteen Mark I s.23 ‘boats (S.838-851) was covered by the third order, placed on 2 September 1935. This batch brought the total fleet to twenty-eight aircraft.8

Equally, either one of the returned Australian planes could have been used to ‘kill’ the Duke of Kent including the COORONG/G-AEUI, CARPENTARIA/G-AFBJ, COOEE/G-AFBL, or COOGEE/VH-ABC. If asked to do so, the Australians would have supplied a Sunderland to kill the Duke of Kent, just because he was queer. That he didn’t die in the crash didn’t bother the Aussies, as long as they didn’t know about it.

Sabotaging the Duke of Kent’s Flying Boat

The s.30 is touted as being a heavyweight long-range Mark III. The CABOT, CARIBOU, CONNEMARA and CLYDE were the long- range Sunderlands. They had a Short and Medium wave receiver, a D/F receiver, a telephone control unit and a Type 240A On-off switch. Some of the s.30 were fitted with voice-pipes between the Captain’s seat and the Navigator’s position, but not all of them.

The Persus engines of the CABOT and CARIBOU were fitted with Graviner fire suppression equipment which operated automatically at 60 degrees Celsius and sprayed the engine surface, especially the manifold pipes and inside the cowling. Initially oil from the Sperry oil supply leaked on the discharge heads rendering them useless. This sabotage was noticed and these were replaced.

Nevertheless CABOT was still sabotaged and had a reconditioned starboard propeller off the salvaged CAPELLA (12 March 1939) or CHALLENGER (12 May 1939). Records attributed these to an s.33 when the CABOT was an s.30 - this is more sabotage, this time, records sabotage.

CARIBOU was originally fitted with Bristol Perseus engines (Serial No. 20505-20508) and de Havilland 5000 series constant-speed propellers (Serial No. 55997, 55998, 50008 and 55996). The port inner airscrew 50008 out of sequence and probably off the COORONG/AEUI.

Three of the s.33 boats were equipped, partially or completely with reconditioned airscrews. This included the CABOT. In some records the CABOT is a Mark II special. In other records it is a Mark III s.30 and in other records it is a s.33. This is even more record sabotage.

De-icing equipment was fitted to the planes after production in 1938. CARIBOU was fitted with the latest de Havilland equipment and CABOT was fitted with the oldest equipment, the old Dunlop slinger rings.

Late in April 1940 V3137 CABOT and V3138 CARIBOU (RAF numbers) were stripped of their ASV radar and converted as transport aircraft for special missions to Norway. CABOT and CARIBOU were armed with seven Vickers .303 I< guns with 4500 rounds and a fake gun made of a broomstick painted matt black installed in the tail’s refueling cup - as shonky as shit. It was well-known at the time and reeks of selfsabotage. A working gun would have sufficed and a cannon would have been much better.

Many of the flying boats originally fitted in 1937 were re-equipped in 1939. Even this was sabotaged. On 10 September 1941 Modification 10141 referred to “the fixed fittings of complete Lorenz equipment, but actually received the 1124A only”. Even some of these modifications didn’t happen as the boats were sold back to BO AC on 19 September 1941 without the changes being made.

Defective parts within the first year or first 1000 hours of travel were to be replaced by Shorts. Disagreements were subject to arbitration by the Air Ministry. At Safety for Flight certificate inspections, the boat was swung and compass corrections were made.

Just before the summer trans-Atlantic season was to begin CABOT and CARIBOU were involved in a dispute over ownership (April 1940). BOAC assumed they were to be handed back for trans-Atlantic mail service and the RAF assumed they could do what they wanted with them. CABOT and CARIBOU were then sent to Hythe for their first 200-hour check. The War Cabinet then wrote a memo: “The two planes were to stay in military service and the mail service was cancelled”. The trans- Atlantic mail service was only resumed after both planes were ‘lost’.

It was obvious the RAF and War Cabinet had special plans for these two planes and needed to ‘protect’ them.

Swishing a Plane for the Duke of Kent

CABOT left Hythe on 3 May 1940 heading for Invergordon. At midnight they left Invergordon to Harstad in the Lofoten Islands. With the long northern twighlight they could search for landing strips while darkness gave them some cover and they landed at Lofoten at 8.21 am. They slept through the day and searched for more fuel.

At 8 am on 4 May 1940 CABOT departed Harstad for Bodo, 248 km to the south and arrived in the middle of an air raid alert so the plane changed its flag to a Norwegian national flag and landed, or rather alighted on the water and moored up next to some Norwegian float planes and fishing boats and began to unload.

On 4 May 1940 CARIBOU left Hythe for the quick flight to Invergordon arriving at 8.05 pm adding three RAF gunners to their crew and a Norwegian translator. CARIBOU then left Invergordon and arrived at Harstad at 8.30 am on 4 May 1940. The 3 RAF gunners and the Norwegian translator then disembarked.

At 9.30 am CARIBOU departed [it doesn’t say where to] and became a total loss at 9.45 am on 4 May 1940. CARIBOU was the 12th Empire boat and second s.30 to be written off.

CABOT was then moved out of Bodo harbour by two motorboats (including M.V. Sissy) during the long twilight. CABOT was moved 6.5 km north up the coast and moored off Mauren Island with the help of anchors borrowed from boats. The roundels were covered with blankets and the plane was covered with brush. The electrical system was to be repaired onboard the CABOT and the Vickers I< guns were to be given ground mountings to ward off any Luftwaffe planes, but none of this happened.

All the RAF crew returned to Bodo with the Norwegian seamen who had helped them.

A Luftwaffe Junkers Ju 88 ‘discovered’ CABOT the next day and destroyed it with incendiary bombs. The plane caught fire and sunk in the steeply shelving seabed. It was the 13th Sunderland and third s.30 to be written off.

The reports say there were no crew on board and also that the crew on board were injured and lay up in hospital listening to the radio salvaged off the CABOT.

Sabotaged Post-Swish History

CLIO and CORDELLA were then purchased by the Air Ministry from BOAC to replace the CARIBOU and CABOT lost at Bodo in Norway. CLIO and CORDELLA were then flown to Queen’s Island in Belfast in September 1940 for much more extensive conversions. They were equipped with two Bolton-Paul four-gun power-operated turrets and internally stowed depth charges stored inboard as well as ASV radar (Anti-Surface Vessel) making them look like an Asian apartment.

CLIO and CORDELLA were ready in March 1941 (which kept them useless for 10 months) and delivered to 119 Squadron on Islay off the west coast of Scotland. CLIO flew one convoy protection patrol on 27 April 1941 and then crashed on its test flight near Bowmore on 22 August 1941. It was the 15th Sunderland to be written off and was the only plane that showed the ladder connection between the control deck and the lower deck.

119 Squadron was then disbanded and CORDELLA was given to 413 Squadron and then sold back to BOAC to be converted back to a standard s.23.

This effectively tied up four planes as useless from May 1940 to August 1941.

CARIBOU was lost, ‘CABOT’ was bombed, CLIO crashed in a test flight and CORDELLA went back to BOAC and was broken up at Hythe in 1947.

After this string of loses, no one wanted to look at these planes, nor the history of these planes. That was the plan.

How the Swish was Done

Here’s what really happened.

At midnight on 3/4 May 1940, CABOT was swished for a lesser Sunderland - the G-AEUI, previously Australia’s COORONG. It was not uncommon for the CT & MGT (Colonial Trash and Machine Gun Thieves) to swap planes at midnight. This being the pattern, they were used as such. They also doubled for each other, stole and traded weaponry and mucked about with whatever was loose on any plane.

Colonial Trash recognised the stupidity of the British and broke any and all rules to survive, which they did a whole lot better than the British. The British utilised this to their advantage on important missions.

At 8 am on 4 May 1940 ‘CABOT’ (COORONG/G-AEUI) left Harstad and landed on nearby water at Bodo, Norway in the middle of an air raid alert, so they changed their display flag to a Norwegian flag. Due to the air raid alert, people were running for cover and no one had a good look at the plane. The air raid alert was arranged by the British.

On 4 May 1940 CARIBOU left Harstad (close to Bodo) at 8.30 am (half an hour after CABOTat 8 am) and was never seen again. There was still post air-raid alert panic about which took the attention off other plane details - like where CARIBOU was heading.

On the night of 4 May 1940 ‘CABOT’/COORONG/G-AEUI was towed 6.5 km north to Mauren Island and sunk, officially by Luftwaffe incendiary bombs. The fire destroyed any identifying aspects of the plane, including markings and modifications and the Sunderland sunk on a steeply shelving seabed. The Germans had been alerted to the location of the CABOT and sunk it. ‘CABOT’ was easy enough to spot. It was covered in brush, the roundels were covered in canvas, it had too many anchors, it was moored in a remote hideaway location ... and German spies at Bodo harbour would have seen it towed out of the harbour at twilight.

The British had intended to move their guns off‘CABOT’ and install them on a cliff top and had intended to repair their radio equipment, but none of this happened.

A result both the CABOT and the CARIBOU were swished.

CABOT was swished at Invergordon at midnight on 3/4 May 1940 and replaced with the COORONG, renamed G-AEUI. For its final trip the name on the side was painted “CABOT”. COORONG had been returned to Britain in December 1939 and underwent repair work over 11 months. It was renamed G-AEUI and officially broken up in 1947 along with about fifty other Sunderlands at the same time. Even the breaking up of these planes had muffed records.

CARIBOU flew into secret work oblivion at 9.45 am on 5 May 1940.

CABOT was swished at midnight on 3/4 May 1940 and hidden under the control of the Duke of Hamilton. It was probably towed ashore in Argyllshire where Simon Fraser was still unpopular. CABOT was hidden until service on 23 August 1942 at Oban.

The service included final maintenance and checks which officially included “compass correction” and “refueling”. In reality they included remote control devices, sabotage of the magnetos and maintenance on the starboard door (referred to as the “second hatch”) that the CABOT and the CARIBOU both had. CABOT was then flown to Invergordon on 25 August 1942 for the Duke of Kent’s flight on 26 August 1942.

CABOT and CARIBOU then became the plane and the seconder for the Duke of Kent’s crash on 26 August 1942. They were modified to engineer the Duke of Kent’s escape and crash afterwards.

CLIO and CORDELLA were then purchased as replacements and both were sabotaged. After that, no one wanted to look at the saga in any meritous detail.

So why go to such enormous trouble to hide two planes. The CABOT and the CARIBOU both had two passenger doors either side of the fuselage and were the only recorded Sunderlands to do so . . . so they needed to be lost. Manufacturing and fitting the second door was too risky. Someone would mention it in their memoirs.

When the Duke of Kent walked into the portside door of the Sunderland into the promenade cabin he gave instructions to the Flight Steward and then walked out the starboard door, complete with his entourage of homosexual cross-dressing royal party, all of whom would become his sexual partners in the after life. The Master Mason was about to become the Golden Dawn coven’s new Holy Ghost.

The Holy Ghost mission was so important no resources were spared. The CABOT s.30s Mark II “unspecified” was the 33rd Sunderland made and it had modifications that were not made known. This was ordered on 21 October 1937, five months into King George Vi’s official reign and it was ordered to engineer his brothers disappearance. After all his brother was second in line to the throne and even the thought of a drug addict transvestite King of England made the retarded King of England blush and run for cover.

Eventually modifications to the CABOT and CARIBOU included radio control ability, complete with override. Radio control had been used since 1918 by Jewish British and was redeveloped by Shorts as the Mistral and gifted to the Germans as the Mistel. This was done publicly on the suggestion of a German pilot and then successfully used by the Luftwaffe from 1943. The Americans also went public with it in January 1947.

The date of the Duke of Kent’s crash is given as both 25 August 1942 and 26 August 1942. The earlier date could have been for the official photographs. On 26 August the Duke of Kent and his royal party simply walked out the starboard door onto the tender or the refuelling vessel. This done under cover of running the plane through its tests. These tests were noisy and everyone moved off.

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Mesajgönderen TurkmenCopur » 19 Tem 2012, 10:07

Sabotage at Refueling

Sunderlands were the first British planes to use 87 Octane gas. This was mainly used by the Germans and showed extreme German leanings on the part of Arthur Gouge. The 87 octane aviation spirit, derived from crude oil in Mexico, required tetra-ethyl-lead additive, aromatics or both.

In hot weather at over 1500 metres (5000 ft) the fuel system suffered from vapour locks as the 87 octane gas was highly flammable with a boiling point anywhere between 50-180 degrees Celsius. If two engines died the speed dropped below 240 kmph the loss of height was over 100 metres per minute, a straight course was difficult to maintain due to rudder flutter, and flap adjustments caused the plane to stall from 142 kmph. When flying over deserts a static discharge built up around the fuel tanks and this was also of great concern during refueling as the plane could explode.

In 1937 Shell ordered 27 self-propelled steel refueling barges for the Empire/Sunderland routes. These refueling barges were all named MEXSHELL, followed by a number. MEXSHELLs were 15.25 metres long (50 foot) and 3 metres wide (10 foot) and sat 1.45 metres (4 foot 9 inches) above the water. They were 15.5 tonnes empty and 27.6 tonnes11 full and had a speed of 7 knots.

Each Sunderland took 11,250 litres in four tanks and the MEXSHELL pumped 9 litres per second through a Kent indicating meter (30 minutes to fill). Oil was also delivered through a flexible hose- line. Multiple pump lines could be used, but this proved dangerous as it required more than the usual three hands plus British Officer.

The test bucket was knocked over on the CONNEMARA on 19 June 1939 and it caught fire and sank resulting in one death and one serious burn victim. The plane had only been in service for three months.

On the MEXSHELL was the Coxswain, Pumpman and Deckhand. The Coxswain was in charge of the barge and seamanship. The Pumpman was responsible for refueling and the Deckhand was responsible for mooring the barge, casting off and assisting with refueling.

In important and remote locations a British Officer was also on board. In some instances he used his First Officer to replace him. Occasionally this First Officer was replaced with an ingenue, especially when ‘accidents’ occurred, either because of him, or to be blamed on him.

Refueling was done through the side or over the top. In sheltered harbours like Hythe or Invergordon it was done through the side via the refueling cock on the starboard side of the aircraft. In fast flowing harbours it was done over the top directly into each fuel tank. In rough weather it was done by cans directly into the tanks on top of the wing.

At each refueling the tanks were dipped to check the levels. At this point it was easy enough for the Pumpman to place a petrol pill in two of the tanks on one wing. These are usually wrapped in some form of plastic broken down by petrol. Today glad wrap is used.

This was not the method used on the Duke of Kent’s Sunderland as refueling would have occurred through the starboard side and not over the top. A petrol pill could have been placed through the starboard side refueling cock, but this would not have provided enough control for the accident as it panned out. That is, the Duke of Kent’s Sunderland crashed in a specific remote location, with a specific fall rate and not during the flyover farewell salute at Invergordon which would have caused the plane to lose altitude over water, thus enabling landing. The fall rate had to be swift and over land, preferably over recently traversed high ground.

It was the Coxswain, Pumpman and Deckhand’s job to take the Royal party on board the MEXSHELL (hidden under canvas), or to cause distraction and cover while the tender did it. It was not the MEXSHELL’s job to sabotage the plane.

Passengers were not allowed on board the Sunderland or the MEXSHELL during refueling. Refueling took place before passengers boarded and if refueling was to occur once passengers were on board, they were taken off on the designated tender. In tourist flights these were IAL tenders that brought passengers onto the flying boat when they were anchored rather than docked. So if the MEXHSELL was around for a fuel top up, there was an excuse for the tender to be around as well. The two worked hand in hand.

Heavily laden refueling barges were cumbersome vessels. Away from the main bases, seamanship was not the best and MEXSHELLs were known to hole Sunderland floats. At Hythe and Invergordon, seamanship was the best and both were sheltered harbours. The refueling of barges was left to the professionals and only the Coxswain, Pumpman and Deckhand were on the barges, although a British Officer was likely on board during important refueling as with the Duke of Kent.

When refueling through the side [normal] the supervisor opened up the mail loading hatch on the starboard side of the control deck. A bucket was placed inside the plane with a chamois over the top. Two litres of fuel was then pumped into the bucket to check for water. Fuel passed through and the water stayed on top of the camois. This was a perfect time for various forms of sabotage and “the aircraft’s main electrical switchboard, the fuel gauges and tank cocks were all within his easy reach.”

Refueling was a perfect place for last minute sabotage, like replacing switches with faulty switches or adding remote control devices. There was 30 minutes for the Pumpman, Coxswain, Station Officer or First Officer to act, but all up, refueling took around an hour and was prone to sabotage, explosion, escape and swish.

As long as the MEXSHELL crew and British officer were in on it, any passenger on any refueling Sunderland could be swished on or off. A starboard passenger door just made it easier. For tenders and MEXSHELL’s this was not uncommon practise. The author even did it as late as 1990, lying on top of airmail bags, avoiding the one’s marked FRAGILE. All that was required was a phone call to the right person.

In the Duke of Kent’s case, the MEXSHELL refueled, stayed alongside, the royal party boarded the flying boat, the pilots boarded and the royal party disembarked with the help of the tender and MEXSHELL, which motored off as the Sunderland underwent its rather noisy pre-flight checks, Official records show the Sunderland refueled at Oban, but all official records relating to the Duke of Kent’s flight were faked. Due to the swish in progress anything went.

This was a military operation with military precision and had support from on shore (the Duke of Hamilton), on board the Sunderland (via instructions to the Flight Steward and base instructions to the pilot) and on board the tender and MEXSHELL - from the Duke of Hamilton, premier peer of Scotland, uncrowned king of England, leading Freemason, Wing Commander, and the Duke of Kent’s lover.

The Sunderland flew off without the royal party. If the royal party were caught, it would have been laughed off as a joke.

There were no repercussions for getting it wrong.

The Duke of Kent becomes the Holy Ghost

Sunderlands had a history of self-sabotage. The British loved the planes but they rarely returned home. With this in mind, on 26 August 1942, Air Commodore HRH the Duke of Kent was reported to have taken off in a Sunderland and crashed 40 miles from take off.

Prince ‘George’ Edward Alexander Edmund of Great Britain and Ireland (20 December 1902-26 August 1942), 1st Duke of Kent (1934-42) and Grand Master Mason in (1939-42) was the fourth son of King George V, half-brother of lover Anthony Blunt, and a transvestite.

As Air Commodore HRH Duke of Kent, he was reported to have died in the crash of the Short Sunderland W4026 flying boat of 228 Squadron on 26 August 1942. His capacity was as the Inspector-General of RAF Welfare and he had intended to meet senior members of the US Military in Iceland as well as isolated RAF stations where bottles of whiskey would have been welcomed . . . other’s say he was fulfilling his intelligence role and heading to Sweden for secret peace talks with Germans.

The Sunderland took off from Invergordon at 1.10 pm on 26 August 1942 bound for Iceland carrying a royal party of four plus a crew of 11. (Three of the four have never been named). It was heavily laden with fuel, ammunition, depth charges, whiskey, supplies, four royal party passengers and their kit (which was bulky and heavy), as well as the 11 crew.

The takeoff was lengthy with a slow climb due to the weight of the royal kit. When it reached its required altitude of 2000 feet it returned to Invergordon for a flyover farewell salute.

On the day of the crash the weather conditions were mild. It was summer. For the first part of the journey there was cloud at 1000 feet, clouds at 300 feet at Wick and bright skies North of the north coast of Scotland, but the Sunderland never got to Wick.

Flying north-east the Sunderland turned North 27 miles before it should have and crashed 18 miles south of Wick and only 40 miles from take off.

The flight crews instructions were to remain East of the east coasts of Scotland and one of the ways this ‘mistake’ could have occurred was by remote control. Remote controlled aircraft had been used since late 1918 when David Ben-Gurion used a Farman biplane against German artillery positions on top of Mount Kilimanjaro. It was the first flying bomb.

The crew did their pre-flight checks and duties in base HQ while the royal party boarded. They were the only passengers. The crew boarded and the Sunderland took off just a few minutes later. There was no chance of passing the pre-flight checks drunk and no time to start drinking before taking off.

The four final systems checks were the airscrew pitch controls, the engine fuel pumps, the magnetos and the engine boost. These were either done while the plane was stationary or while the flying boat taxied for take-off. In this case, they were done while the plane was stationary. The noise moved everyone away and made for an easier escape.

When the First Officer moved each of the four pitch levers from fine to coarse, it would cause a drop in engine speed. If any of the pitch- levers got stuck on coarse, it would cause one wing to drop on take-off. If this happened, take-off was abandoned.

The magnetos (On/off button for the engine) were also tested. The magnetos controlled the park plugs and there was one magneto for each spark plug with two magnetos and two spark plugs per engine.

In flight magnetos could be switched off by remote control and this would stop the engine. If two magnetos were switched off a Sunderland flying at 142 kmph with V* flap open at 380 feet over the new high ground would fall for 1 minute 16 seconds and crash 3 km from descent. If the Sunderland went into a dive, this would increase the height from descent and decrease the horizontal distance travelled.

With control over the two engines and flaps a Sunderland flying at 1000 feet could be crashed within 3 km in under 45 seconds. The Flight Steward would have been thrown about and possibly killed before the plane crashed. The noise in the cabin would have exceeded 60 decibels and the crew would have had difficulty hearing each other even when shouting.

The favourite method of communication from the Sunderland to base was by morse code. This was not possible when the plane was diving.

Drinking alcohol in the hours before flying warrants a court martial, so drunkenness can be dismissed as the cause of the crash, as can incompetence.

In the No 1 seat was commanding officer Wg Cdr Moseley and in No 2 seat was Fit Lt Frank Goyen, a highly experienced and competent pilot. The Duke of Kent was the commanding officer on the plane and “Everybody on board came under his orders, as the entire crew and the royal party must have known full well.”

Spymaster: “Before take off the Duke of Kent was standing between the two pilots which meant he was in a position to pressure them. The usefulness of this tactic varied in proportion to the colonial origin of the aircrew. New Zealand pilots would politely tell any interfering passenger to ‘go boil your head’. Australian pilots, on the other hand, were quite rude.”

The plane was flying fine and “The crash must have occurred as the result of a navigational error, as almost everyone who is competent to comment on such matters agrees.”

As is common with ‘destiny’ air crashes, like Erebus in 1979, the plane had just been serviced. A few days prior the Sunderland had been serviced, checked and refuelled at 228 Squadron’s base in Oban from where it was flown directly to Invergordon. Its navigational equipment had been reset. The bearing of the flight was correct, it’s just that the turn north was made at 40 miles instead of 67 miles. How much the plane was refuelled was not stated, nor whether there was a top up at Invergordon.

Immediately after takeoff it was the role of Fit Sgt Andrew Simpson William Jack (the only survivor) to go the rear turret, close the steel doors behind him, face backward and turn the turret from side to side only communicating if there was something vital to be said, like, “enemy air traffic”.

The navigator and pilots could talk directly to each other, but the rear gunner was only connected via intercom and he had no view of the interior of the plane. There was also no communication with the passengers on the lower deck.

British planes were also peculiar in that the gunners could not look down. The Germans knew this and always did their best to attack from below. The rear gunner could not see below him, or what was happening in the plane on the upper deck, the lower deck, or if someone had parachuted out over the sea just before the plane crossed high ground.

These were all possibilities and due to the Freemasons draconian rule over Scotland, especially during WWII, many witness accounts have proved contradictory and many ‘respectable’ accounts, ‘official’ accounts and ‘authoritative’ accounts have been the work of down right liars working towards an agenda. Even the servicing records of the Sunderlands differed from what actually occurred.

Part of that agenda was avoiding the British royal family’s shame at having the King’s brother being a number carrying Abwehr agent, rampant homosexual, cross-dresser and drug user. The Duke of Hamilton assisted in this cover up using his role as Commander of the Air Training corps responsible for the defence of Scotland, Head Freemasons, premier peer and uncrowned King of Scotland . . . because he was one of the Duke of Kent’s homosexual lovers and he wanted him all to himself.

The big flying boat had two decks - an upper deck for the flight crew and a lower deck with luxury passenger accommodation. When the Sunderlands were converted to delivering mail (stored on the upper deck), it is not clear how many passenger seats were left, but most importantly for this story, the Flight Clerk’s office was moved down to the lower passenger deck, with no clear indication of either a direct ladder to the pilots or the normal circuitous route with stairs.

Extensive photos showed a ladder between the Flight Clerk on the lower deck and the pilot mail area on the upper deck, but no one who worked the flying boats has any record of the ladder. Thus there is a dispute over whether the Flight Clerk could access the pilots quickly and easily. The Flight Clerk/Steward did have intercom but it was 60 decibels inside the lower cabin, so shouting was common and even intercom conversations with the pilots were difficult, although it was quieter in the pilot’s cabin.

CLIO crashed on 22 August 1941 and it was the only plane that showed the ladder connection between the control deck and the lower deck.

The s.23 could seat 7 in the Forward Cabin, 3 in the Centre Cabin, 8 in the Promenade Cabin and 6 in the Aft Cabin - a total of 24. Each cabin was on a different level and each rose two steps (0.5m) towards the rear. The pilot sat above and forward of the forward cabin in a completely enclosed area. The mail sat behind them.

Despite the pilots vast experience, and with no prior warning, the ‘newly serviced’ Sunderland banked 27 miles too early. It crashed 32 minutes after takeoff at 1.42 pm on Eagle’s Rock, the highest rock in the area. Three miles inland from Dunbeath in Caithness, Eagle’s Rock also had the advantage of being very remote.

This was exactly 15 months, 15 days, 15 hours an 15 minutes after Hess and doppelganger Hess had cirlced Holy Island. Who says the occult wasn’t involved? In Golden Dawn coven language ‘’ means “occult master (of themself) cheating death four times”.

Arranging the Crash

Plane crashes are usually arranged via first hand knowledge of the plane. Sunderland crashes are no different, except that the technology of the planes were quite simple and methods of sabotage were also quite simple, frequent and not widely recognised. It appears that there were a dozen or more Sunderland ‘practice’ crashes prior to the Duke of Kent’s crash.

Sunderlands were usually flown by automatic pilot in fine weather. When the weather got rough the passengers in the Aft Cabin were thrown about with the planes continual pitch, bank and yaw and this upset even the most hardened travelers. In rough weather the automatic pilot was disengaged and both pilots flew the aircraft together using combined maximum force. The normal arrangement when flying manually was for each pilot to fly for 20-30 minutes before handing over.

In the Duke of Kent’s flight it was fine weather so they were flying on automatic pilot.

Stall Speeds

The lowest possible speed for take off (alighting speed) was 109 kmph.15 The minimum flying speed was 112 kmph.

Stalling speed with the flaps unextended was 116 kmph.

With FULL flap, the stalling speed was at 120 kmph.

With 3/4 flap, the stall occurred at 129 kmph.

With V2 flap, the stall was at 131 kmph.

With V4 flap, the stalling speed was 142 kmph.

The flaps were not fully extended over 184 kmph.

The maximum range cruising speed in still air was 211 kmph.

Against the standard 35 knot head wind, the optimum speed was 223 kmph. The Sunderland’s natural cruising speed was 236 kmph.

At 10,000 feet the economic cruising speed was 237 kmph.

Over 21 772 kg the maximum permitted speed was 304 kmph.

The maximum speed in level flight at 5 500 feet was 316 kmph.

The maximum speed with an automatic pilot engaged was 313 kmph. The maximum speed of the Sunderland was 320 kmph.

Sunderlands could dive without vibration or instability up 320 kmph. With the throttles 2/3 open they would pull out easily and quickly. However with a full fuel and cargo load it was difficult. With one engine down, low fuel levels and no cargo the Sunderland could not pull out of a dive. If one of the flaps were stuck it just got worse and if two engines were down, the plane simply fell out of the sky.

A Sunderland loaded to 21 772 kg could not maintain height on three engines and could not pull out of a dive. The Duke of Kent’s Sunderland had a full load of fuel, was heavily laden and noted as “slow to take off”. There was not enough time to throw the cargo and the ability to jettison fuel did not come about until the Mark IV TEAL s.30 A’ ‘boats were fitted with fuel jettison pipes. The New Zealand boats had them but the Duke of Kent’s Sunderland did not.


The maximum rate of climb for a laden s.23 Sunderland from 1000 to 10,0 feet was 920 feet per minute taking 12V2 minutes. When the weight was increased by 9 500 kg of cargo the climbed was reduced by 40% to 575 feet per minute.

Sunderlands had a quirk. If the throttles were opened to increase speed during the climb, the flying boat would simple level off until the increased speed was reached, and then resume its climb. This made life difficult for pilots who needed to climb fast, especially if they had just flow over high ground and had just lost altitude.

At a height of 400 feet and climbing, the override was taken OUT and the mixture control levers moved forward through the gate to the NORMAL position and the flaps brought IN. As the engines changed from the FULL throttle (FULL boost condition to NORMAL boost) the engine note dropped to more normal sound levels. The variable blade propellers were then changed from FINE to COARSE pitch. It was at this point that the Sunderlands had a second quirk - they dropped 50 feet before climbing again.

If one magneto went out at this point the plane would crash.

As the plane flew over high ground towards Eagle’s Rock, the override taken OUT and the airscrews were changed from FINE to COARSE, if the two magnetos went out of action on one engine, a fully laden plane would crash. Lack of flap control would only add to the disaster.


Flaps control the drag of the plane. The more flaps are opened, the more drag the plane has and the more control the pilot has over take off, landing and turning, even creating level turns.

The three most commonly used flap settings are 8 degrees (V3 OUT), 12 degrees (V2 OUT) and 25 degrees (Full OUT). The extended flap at any setting did not interfere with the efficiency of the elevators and the drag was low. At a take-off the flap setting was V OUT. Just before leaving the water it was V2 OUT.

However in certain situations, if the flaps are stuck in the wrong position, there was less control over the plane and disaster could strike, especially at take off, when the override was taken OUT, when the propellers changed from FINE to COARSE, or while trying to pull out of a dive.

On the first official flight the flaps got stuck on CANOPUS while approaching the Seaplane Works at Rochester and the plane landed without the use of flaps. This resulted in recommendations which included a ladder to the flap motor. This ladder also gave access to the elevators, magneto/starter motors and the engine speed indicator generators.

The flaps on standard s.23 flying boats were moved by a single small electric motor, which took a full minute to wind to full flap and a minute and a half to retract the flap. This 90 seconds provided plenty of time to crash the plane without the extra stability flaps provided.

The flap operating motor is not mentioned in the Production Chart which is very curious. However “the standard equipment was a Rotax split-held series-wound 0.373 kW electric motor, mounted in the storage space over the forward end of the promenade cabin. [These were underpowered at only 0.5 Hp/0.373 kW.] The flaps could be operated manually by disengaging the clutch on the port side and winding the flap in or out by means of a winding handle inserted in the starboard side of the gearbox. The torque tubes that drove the flaps extended from the gearbox to the wing roots.”16 In the Duke of Kent’s case, having recently flown over high ground, there was not enough time to do so.

Rotax were not the best flap motors and some s.30 were fitted with Delco-Remy flap motors. These weren’t that great either and in January 1940 1 kW motors with an extra battery were considered . . . but not installed. As a result flap operating motors were a third the desired size.

A 4 amp fuse was used for the flap indicator, a 15 amp fuse for flap motor changeover switch and a 50 amp fuse for the flap motor. It was simple enough to swap the 50 amp fuse for a 30 amp fuse to cause a delayed blow out. Alternatively highly acidic acid could be dripped on the fuses and/or cables causing a delayed blow out. Passengers with know-how could access the flap motors, elevators, magneto/starter motors and engine speed indicator generators if the Flight Steward had been sent to the upper level.

When the nose of the plane went up or down, the pilots had a manual control on the underside of the coup, which could be worked by either pilot. A handle was turned 6.38 turns to trim the elevators through its full movement.

The flap, elevator, magneto/starter motor, engine speed indicator generators wiring and batteries were all in the same area, in the terminal block in the wing-root. These were accessed through the compartment over the centre cabin, between the wings (spar booms).

The manual override operator (Flight Steward) had to clamber into the compartment, de-clutch the motor and insert the winding handle into the gearbox, to move the flaps IN or OUT.

The saboteur only had to climb in and drop acid on the Telefex cables or fuses to the flaps/elevators/magneto/engine speed indicator generators or replace their fuses with faulty fuses or smaller fuses.

“The engine starter solenoid circuit wiring and the starter circuits, were connected through the junction boxes in the wing-roots in 35/012 copper core cable to the Rotax N5CP solenoid switches, which energised the starter motors.”

The control wiring was only single core copper cable and the limit switch gearbox drove both the flap-angle indicator and extension indicator, but these applied to the port flap only. This meant that the starboard flap could be faulty without causing alarm.

The flaps, elevators, magneto/starter motor and engine speed indicator generators could all have been sabotaged by access to the wing-roots and this could have been done by any of the unnamed three in the royal party by distracting the Flight Steward (which he was) and opening the cover plates. With practice this sabotage can be done very quickly. Equally the sabotage could have occurred while in service during the previous few days.

The sabotage could have been done during servicing, on the plane or as a back up to remote control. The possibilities were not limited.

The magneto/starter motor was sabotaged on two of the four engines and there was a remote control override to the magnetos, rudder and communications just in case they were needed.

A Sunderland Crashing

A simple method of crashing a Sunderland was to turn off the magnetos on two engines, reduce the speed to 142 kmph and open % flap. This would cause the flying boat to stall and fall 300 feet per minute. Having just flown over high ground, it wouldn’t take long to hit the ground, certainly less than 90 seconds. This could have been done as soon as the propellers had moved to COARSE and the plane had just dropped 50 feet.

Once the plane had stalled and begun to fall the magnetos could be turned on again. The pilots would have the engines on full throttle as they tried to pull out of the dive. If this occurred under 116 kmph the plane would continue to stall and continue to dive, at best levelling out. If the pilots judged they were too close to ground to pull out of a dive they would have gone to throttle off and waited for their demise.

The Usual Method of Sabotage

Sabotage was also taught by taking apart and reassembling the fuel- monitoring unit. This would have been looked for, however, since MI-3 and MI-6 were well in on the act, it was simple enough for them to destroy this small piece of evidence.

Remote control was not widely known and was not looked for. Those MI-6 agents on the inside would have looked for any evidence of sabotage and removed them as soon as they arrived at the crash site.

The Unusual Method of Sabotage

In Burma, India and Assam planes were downing in 1943-45 like there was no tomorrow. This included passenger air craft. The British checked this out and found the Japanese were lacing chewing gum with hashish and giving it to the native ground crews to put in the pilot’s cabin. The pilots were chewing the gum, getting stoned and crashing.

The hashish was discovered when some erk (Ground Crew) pinched the chewing gum and dived off the 50 foot control tower injuring himself.

This was how the plane crashes got solved in reality, but it only became public knowledge when the Royal Flying Corps veteran and editor of Popular Flying magazine, Captain William Earl Johns attributed it to Captain James Bigglesworth in the Biggies novels. Biggies was so big he influenced wallpaper.

Remote Control and Instructions from Inside

To steer the plane from inside, all that was needed was control over the rudder. This was done by command from inside the plane, from the cockpit, from outside the plane, or by remote control over the rudder. The steward could easily have been given instructions from the Duke of Hamilton prior to boarding:

“If the Duke of Kent gives you any instructions, follow them.

He is the commanding officer on the plane.”

Once on board the Duke of Kent’s instructions may have been: “We are going to the Aft Cabin. Do not disturb us until we have passed Wick. Have the pilots fly over Eagle’s Rock. I hear the scenery is spectacular.”

After this the Duke of Kent and his party made their way to the Promenade Cabin and climbed out the starboard door of the Sunderland Special, directly onto the waiting craft, no steps required.

The North Sea is largely fed by the Baltic which has no tide at all. It is also partly fed by the Atlantic which does have tides. Rochester had small tides. No ramp or stairs were required from the Sunderland to either the dock, tender or MEXSHELL refuelling craft.

MI-6 to the Rescue

Eagle’s Rock was 18 miles from the small town of Wick which meant MI-6’s rescue team were assured to be the largest number of people first on the scene.

There were 15 officially on board. MI-6 had done a ‘coffee run’ and visited the morgues in Britain in search of bodies. It was preferable they had died as the result of car crashes, plane crashes, or by fire. They needed a body for the Duke of Kent, the other three in the unnamed royal party and a spare. It’s always good to have a spare body when you’re MI-6.

MI-6 arrived in their Army lorries converted into ambulances with their best canned meat ready to place. The bodies were often preserved with ice. This idea was first put forward by Squadron Leader O’Reilly - MI-6’s serial murderer until the Russians got him.

The five bodies were all dressed in appropriate uniforms and prestressed in a manner commesurate with a plane crash. MI-6 failed to adequately stress the Duke of Kent’s uniform and his body was found thrown well clear of the plane and not too far from the Army lorry loaded with the canned meat. This meant that MI-6 found little reason to carry the Duke of Kent’s body double very far. The smashed face must have been something horrible. His briefcase was found near the body and it was ‘his’ uniform and briefcase that identified the body. The face did not.

The body was not that of the Duke of Kent. It was a canned meat body brought in by MI-6.

When Fit Sgt Andrew Simpson William Jack turned up alive, “The reported additional and unexplained body at the scene was [erroneously] attributed to Rudolf Hess.” It was not Rudolf Hess, but was a canned meat spare attributed to rear gunner Flight Sergeant Andrew Jack. Andrew Jack was not meant to survive and MI-6 had planned on there being no survivors. Andrew Jack was discovered after the bodies had been counted and placed and was lucky not to have been executed on the spot as part of MI-5’s tidy up.

Given something of a silent mythical status as ‘surviving hero’, it was unwise to kill Andrew Jack, but it was necessary to silence him. Part of this has involved discrediting him, even after his death. Officially known as ‘boiler-plating’, this is often employed against low-ranking survivors of incidents.

There were meant to be no survivors. Either the pilots had managed to slow the plane down, or the Oban saboteurs had not taken into consideration that under 240 kmph (150 mph) there was a chance of survival, especially for the rear gunner. The tails of Liberators and Sunderlands were known to snap off and if the tail gunner said the bolts were coming lose, the pilots headed the plane for home ... so whenever the tail gunner wanted to go home, he would tell the pilots via intercom that the bolts were coming loose.

The tail of the Sunderland snapped off and rear gunner Andrew Jack was badly burnt, but survived. Having an understanding of the British from his family background, he escaped the scene as quickly as possible and staggered to a crofter’s (farmer’s) cottage.

Jack did not alert anyone and was discovered the next morning exhausted and burnt. The rescue party did not know he had survived until the following day. As a result an extra body found.

Spymaster: “Stinks of MI-6.”

The 16th body, explained as Rudolf Hess, was a car crash/burn victim who had died days earlier and was picked up during the MI-6 coffee run and packed in ice.

Once Fit Sgt Andrew Simpson William Jack had identified the Duke of Kent’s back as he stood between the two pilots, the Duke of Kent walked down to the passenger level to see his unnamed royal party of three. The Flight Steward had been instructed not to go to the Aft Cabin until after passing Wick (after the crash). Curtains between cabins and the royal party luggage blocked his view. At 60 decibels (as loud as shouting) the Flight Steward could not distinguish whether or not there was any conversation coming from the Aft Cabin. Just prior to flight, the Duke of Kent opened the seaward starboard door in the Promenade Cabin and simply walked onto the tender.

This was a Holy Ghost operation.

MI-5, Air 3 and Jack

The Duke of Kent was MI-5 as of right. Another in the royal party was most likely an MI-5 officer proficient in sabotage and intelligence operations and from Air 3.

Since three of the ‘four’ passengers in the royal party remain unnamed and were at a level below the crew, there was no communication between the crew and royal party during flight and no way of ascertaining who the royal party were.

Having survived, Andrew Jack went to the East Grinstead hospital for burns, retired as a flight lieutenant on 6 June 1964 and worked as a telephone engineer. He had vast scarring, and officially “suffered from depression and was a changed man”.

Documents were released by the Public Records Office under the 30-year rule around 1972. (His brother King Edward VIII/Duke of Windsor had died on 28 May 1972.) The PRO records shed no light on the matter, such that they contradicted Andrew Jack’s reports - the only eye witness.

Fit Sgt Andrew Simpson William Jack (8 May 1921-22 March 1978) died at Brighton General Hospital, officially of bronchopneumonia, pancreatitis and cirrhosis of the liver.

Considering MI-6 had probably been threatening to kill Jack for 36 years, with veiled threats and hints, it was no wonder Jack was depressed. The MI-6 rescue team were very concerned that there was a survivor and would have preferred there were none so they spent the next four decades ensuring that rear gunner Andrew Jack did not have a voice.

Spymaster: “The liver diagnosis is typical of MI-5/MI-6 boiler-plating and is completely in line with how MI-6 treats people even after death. Citing alcoholism at death provides another avenue for deniability.”

Britain - a Liar’s Paradise

The substance of the Court of Enquiry is encapsulated on the Aircraft Accident Card held by the Ministry of Defence. Based on this, the Secretary of State of Air, Sir Archibald Sinclair made a statement six weeks after the crash in the House of Commons on 7 October 1942, yet a diligent search at the Public Records Office (also by its director) has confirmed in writing that the original Court of Enquiry cannot be


found in either the “open” or “closed” files and the Royal Archivist has also confirmed that these have never been sent to the Public Records Office.

This indicates that, regarding the circumstances of the death of the Duke of Kent, the Secretary of State of Air made his statement in the House of Commons based on information that did not exist.

This also indicates that all enquiries into the Sunderland crash were stopped by the British Royal Family, in particular, by the Duke of Kent’s brother, King George VI.

Spymaster: “King George VI happily cooperated in all these cover ups because he was virtually retarded, and was guided by more worldly military figures who pretended to advise him beneficially. His only genuine friend was the New Zealand VC Charlie Upham who treated the King like one of his own men and never called him George.”

The King of England, the British Royal Family, the House of Commons, the Ministry of Defence, the Court of Enquiry, the Secretary of State of Air, Commander of the Air Training corps, the Duke of Hamilton, the Freemasons of Scotland, MI-6 and all embedded historians were complicit in the cover up of the death of Air Commodore, Inspector- General of RAF Welfare and Grand Master Mason, the cross-dressing Duke of Kent... and his new role as the Holy Ghost.

King George VI was not very bright and Princess Elizabeth had been attending war meetings since she was 13 (1939). If the Duke of Kent were to have survived, Elizabeth may not have been queen until after his death. The Duke of Kent had been cited for King, but was considered too similar to King Edward VIII.

Based on the Duke of Kent’s homosexual and occult practises, his cross-dressing, his cuckolding and his snobbish Nazi wife demanding she was “the most blue-blooded royal of them all”, the Duke of Kent was removed from the public picture and his death was framed.

This is backed up by the hushed and rushed funeral and the royal family’s near complete lack of mourning for their brother and uncle.

The ‘Duke of Kent’ was originally buried at St. George’s Chapel, Windsor, but once the real Duke of Kent had died (morphine and cocaine overdose post-1968, the same as his father, King George V), the canned meat Duke of Kent was removed and the real Duke of Kent was buried at the royal burial ground at Frogmore. It was here that the real ceremony took place.

Homosexual Lovers raise Prince Edward

The Duke of Hamilton was born Douglas Douglas-Hamilton (3 February 1903-30 March 1973) and became the 14th Duke of Hamilton and the 11th Duke of Brandon upon his father’s death on 16 March 1940.

Previously the Duke of Hamilton had worked in coalmines as ‘Mr Hamilton’, although the coal was on their property. He served in the Auxiliary Air Force as Squadron Commander (1927-36) and was the first to fly over Mt. Everest (1933). He was a prominent Conservative MP (1930-40) and made friends with several prominent Nazis during the 1936 Olympics in Berlin. He was also Lord Steward of the Royal Holyroodhouse (1940-64) and during WWII, Commander of the Air Training Corps responsible for the defence of Scotland.

The Duke of Hamilton and Brandon was also a German agent with an Abwehr V-Mann number and was referred to in both British and German occult circles as Brandon - yet after WWII he was styled GCVO (1946) and KT (1951) for services to Britain.

After the ‘death’ of his lover the Duke of Kent (39), the position of Duke of Kent was filled by the Duke of Kent’s six-year-old son, Prince Edward George Nicholas Paul Patrick, born 9 October 1935.

As a six-year-old, Prince Edward could not fulfil the role of his future titles so these were carried out by his father’s close friend and lover, the Duke of Hamilton . . . with his lover, the surviving Duke of Kent, living at Dungavel Castle with him, often in a dress. The Duke of Hamilton wore the pants.

The Duke of Hamilton acted as mentor to Prince Edward for the quarter of a century from 1942-67 when he handed over his Freemasonry titles. Whenever Prince Edward and the Duke of Hamilton met there was an opportunity for Prince Edward to met with his father who often dressed as a woman for sexual preference as much as for disguise.

The Duke of Kent in Air Force and Naval uniform and as pretty boy (top); with fiancee Princess Marina of Greece (middle); and with lovers Albrecht Haushofer (bottom left) and the 14th Duke of Hamilton (bottom rights).

The 2nd Duke of Kent Field Marshal Prince Edward George Nicholas Patrick Windsor (1935-) KG, GCMC, GCVO, ADC.
The Grand Master of the United Grand Lodge ofEnglandandHereditary Grand Master of Anglo- American Freemasonry.
The first and second Duchess of Kent.
Stalwart wives look upon their sons and wonder - what have I done?

Just imagine it:

A transsexual cocaine and morphine addict as of King of Great Britain.

Just imagine it:

The current Duke of Kent looks nothing like his father and was probably conceived during a Golden Dawn coven ritual - a gang bang with the males acting as the Father, the Son and the Holy Ghost. Conception took place 33 days after their marriage at 1.30 am on Christmas Day 1934 at exactly half-waned moon. Feeble and illegitimate royals are often conceived in the first half of the waning moon. It was the same for King George Vi’s illegitimate son conceived near the bottom of New Zealand’s South Island and born on Christmas Day 1927. Let’s call him Harry.

The most likely fathers were the Duke of Kent, his lover the Duke of Hamilton, and his lover Albrecht Haushofer. Albrecht Haushofer was the son of Rudolf Hess’ mentor Karl Haushofer. Karl had originated the concept of lebensraum, something the British royals absolutely needed.

The current Duke of Kent has Albrecht Haushofer’s hairline, eyes, nose, ears and jaw. Albrecht Haushofer could well be the Duke of Kent’s biological father ... although his unfortunate looks can also be explained by his father’s cocaine and morphine addiction. The Duke of Hamilton, who specialised in magnanimous vanity, looks nothing like Prince Edward/Duke of Kent.
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Re: Kent Şehri Dük'ünün Çökmesini Sağlamak

Mesajgönderen TurkmenCopur » 19 Tem 2012, 10:07

Royal Titles

As Queen Elizabeth II’s cousin, Prince Edward eventually became Field Marshal, KG, GCMC, GCVO, ADC. Upon joining the Masons he immediately became a 33 degree Mason and The Grand Master of the United Grand Lodge of England and Hereditary Grand Master of Anglo-American Freemasonry - all in 1967.

Indicators of the real Duke of Kent’s death are his son’s elevation to Grand Master Mason in 1967 with the deceased father in the galleries role playing the Holy Ghost; his wife’s death on 27 August 1968; and his reburial at Frogmore, the date of which seems to be protected.

Royals have got away with giving each other titles and post-nominal letters for a long time, so let’s look at what the post-nominal letters mean.

The Knight of the Garter (KG) is given to the Sovereign (themself), his eldest son and 24 nobles, which included his third son. Its motto 'Honi soit qui mal y pense’ - ‘Shamed be the person who thinks evil of it’ - brought about the Age of Chivalry. Of all the orders it includes the most degraded knights. These include King Charles I (appointed in 1611 and beheaded in 1649); James Butler, Duke of Ormonde, Viceroy of Ireland (appointed 1689 and executed for treason 1716) and over thirty other Garter Knights executed from 1388, after which the government took over their appointments from the late 1700s to 1946 when the royal family reclaimed the right.

The Order of the Garter is also given to foreign monarchs "as a means of marking and securing alliances” including Emperor Nicholas II of Russia in 1893 (we’re going to swish you and end your monarchy); King Alfonso XII of Spain in 1902 (we won’t help you against the Germans); the Shah of Persia in 1903 (we want your oil); the Emperor of Japan in 1929 (we don’t want you to fight alongside Germany); the King of Sweden in 1954 (thanks for rejecting Hitler’s Non-Aggression Pact) and King Olav V of Norway in 1959 (thanks for rejecting Hitler’s Non- Aggression Pact while allowing him to take over your country and really getting the war in Northern Europe under way).

The Order of the Garter has become an order for complicit cover utilising those from lower down the ranks such as Lord Kitchener (KG). “You deny for me and I’ll deny for you.” The Order of the Garter has come to symbolise closeted homosexuality, wife cheating, paedophilia amongst royals and peers, and trading in countries’ fortunes.

The Knight of St Michael and St George (GCMC) is the ‘Spies and Traders’ knighthood and is given to those who have dealt with delicate British foreign matters. Anyone with the letters GCMG, KCMG or CMG after their name should be treated as a British spy, whether retired or not. Part and parcel of being a British royal is dealing with delicate British matters overseas. As such, many honorary members are royals. Its motto Auspicium melioris aevi’ (We are doing this for a better Age) may as well refer to the Masonic New Age - Novus Ordo Seclorum.

The Royal Victorian Order (GCVO) is given to family members and servants of the royal household among others. There is no limit to the number given and its really just the home-help award.

The Aide de Camp to Her Majesty (ADC) is just that. It signifies that the ADC carries out the will of the monarch without question.

The Duke of Hamilton and Brandon/Douglas Douglas-Hamilton was a pro-Nazi conservative MP who travelled through Germany returning to nobble the British Government into not supporting France over the re-militarisation of the Rhineland (1936). He also encouraged the British Empire to “come to an understanding” with the New World Order of Nordic-Anglo-Saxon colonising and advised King George VI on the advantages of Naziism.

The British monarchy took this on board and Queen consort Elizabeth (King George Vi’s Scottish wife) said: “I don’t care who wins the war, as long as we retain the monarchy”.

As “the uncrowned King of England” this was the Duke of Hamilton’s gift to the Nordic-Anglo-Saxon coloniser Adolf Hitler. He had the British monarchy on board with Hitler and they tasselled between supporting Hitler and retaining the monarchy. As it turned out, they did both.

The 14th Duke of Hamilton (GCVO, I<T) was doing the work of the KG, GCMC, GCVO, ADC - the work of ‘shameful delicate British foreign matters that directly serve and aid the British monarch and trade in countries fortunes’. As the uncrowned King of England, the uncrowned head of Freemasonry, Scotland’s premier peer and a German V-Mann agent, the 14th Duke of Hamilton ensured the Freemasons did everything they could to ensure German Freemasons had every assistance in taking over England.

Of many knights, you could comfortably say, they were “creating mass crime behind a veil of dignity”.

Each Knight provides a reference for the other and justice is never done. Delaying the charge of treason and making those look stupid who would lay the charge is common to 80% of knighthoods. It also puts the knights completely in the pockets of those in power to do their bidding, both up and down the elevation scale, developing and sustaining the British monarchy’s New World Order goals.

The 14th Duke of Hamilton, Douglas Douglas-Hamilton was a homosexual and a lover of the transvestite, cocaine and morphine addict, the Duke of Kent. He was also the occultist ‘Brandon’ and used the surviving Duke of Kent as the Holy Ghost in all Golden Dawn coven occult rituals.

Whenever you have a high-ranking homosexual fronting as a married heterosexual, you have a malleable spy who will go to any treasonous lengths and use all their resources just to maintain one or all of their positions.

Many homosexual Freemasons use Freemasonry and marriage as a form of cover. Freemasons have a high rate of child-sex abuse, paedophilia and incest, with accounts suggesting that Freemasons sexually abuse a third of their daughters and granddaughters.

Paedophiles control Freemasons, because Freemasons consider paedophiles to be close to royals. Royals use their illegitimate children for supply and control for paedophiles. Police are a Freemasonry organisation and serve the British Crown. Thus Police cover for paedophiles and expect promotions when they do so. Freemasons admire paedophiles and a Freemason will do anything a paedophile asks them to do. This does not exclude dropping the Berlin Wall.

Because the Freemasons control the police and judiciary, Freemasons are rarely charged for their incest, child-sex abuse and paedophilia. When they are discovered, the first step is to cover up. When it becomes too obvious they are often murdered. Sometimes these murders are real and other times they are fake with new identities established elsewhere. In the case of really important secret society members, they are retained, hidden and used for ceremonial purposes. One of those purposes was to act as the ‘Holy Ghost’ in Golden Dawn coven occult rituals. In Germany these were called Thule Society rituals.

Secrets give power and rituals with a manifest secret have more power.

On 11 September 2004 the Freemasons opened their doors to the public for membership in order to spread the blame of an increasingly exposed history.


Frogmore is named after the preponderance of frogs in this low-lying ground in Berkshire. The British royals are usually buried at Frogmore, St. George’s Chapel in Windsor, or Westminster Abbey.

Frogmore refers to Frogmore’s burial grounds and includes the Royal Mausoleum containing the graves of Prince Albert and Queen Victoria (only), the Duchess of Kent’s Mausoleum (Queen Victoria’s mother only, slightly smaller but close by), and the royal burial ground.

Frogmore is 33 acres of private gardens which adjoins Home Park grounds of Windsor Castle, Berkshire. It was purchased by King George III for his African Queen Charlotte, for use as “a country retreat”. They had 15 children, and in real terms, it was a place to get rid of the kids. Frogmore House is therefore a former royal residence. Lord Louis was born in this large white mansion.

Queen Victoria set Frogmore House aside as the royal burial ground a few days after Prince Albert died in 1861. This was on the advice that the usual and more public Westminster Abbey would, at some point in the future, make it easier to ascertain whether a royal was of illegitimate parentage. The other royal burial ground is St. George’s Chapel at neighbouring Windsor.

The mausoleum at Frogmore was designed, not by a Britisher, but by the German architect, Ludwig Gruner, in the form of a Greek Cross. Work began in 1862 and the mausoleum was finished in 1871.

There was grave robbing at Frogmore. This removed all non-royal graves from the site and some royal ones too. King George Ill’s body would have been swished by the Freemasons so his poisoning could not be analysed and Queen Victoria would have organised the site with the words "prepare the site”. Some grave robbing was organised by the victims to cover for more disingenuous activities, especially when pride was a part of history.

The royal burial ground, behind Victoria and Albert’s Mausoleum contains the bodies of “most” members of the royal family (1861-1928), although it only includes three of Victoria’s nine children: Princess Helena (d. 1923); Princess Louise (d. 1939); and Prince Arthur (d. 1942). Prince consort Albert was the father of Arthur, but the parentage of the two daughters is suspect. King Edward VIII (d. 1972) and Wallis Simpson (d. 1986) were also buried at the royal burial ground.

1861 to 1928 was a period when a lot of illegitimate high-ranking British royals were dying and buried at Frogmore. Consequently the royal burial ground at Frogmore is only “open six days a year”. This includes 17-19 May (Mausoleum and garden), 25 May (Mausoleum only, closest Wednesday to Queen’s Birthday) and 27-29 August (Bank Holiday, House, Gardens and Mausoleum).20 This means the royal burial ground can be viewed over a fence only 5 days a year from 10 am-6 pm. This excludes casual DNA testing.

Consider Frogmore the Pharoh King’s sealed crypt. The Duke of Kent was buried there because his death was delayed for over a quarter of a century. The DNA in Frogmore hides the secrets of the British royal family, their illegitimate origins, their murders including MAD (medically assisted death) and their delayed deaths.

Before Marina, Duchess of Kent married she was a princess of Denmark and Greece (the Greek bit was by invitation and was quickly followed by exile). When Marina married on 29 November 1934 she became the Duchess of Kent, Countess of St. Andrews and Baroness Downpatrick. Just before her son married, she changed her title to HRH Princess Marina, Duchess of Kent as she was entitled to do. Her son, the new Duke of Kent then married the violinist Katherine Lucy Mary Worsley on 8 June 1961 and Katherine became the new HRH Duchess of Kent.

The new Duchess of Kent suffers from depression and chronic fatigue syndrome. (No wonder, look at what she married.) “I do love guidelines ... I have wanted that all my life. I like to know what’s expected of me. I like being told: ‘You shall. In 1994 she converted to Roman Catholicism, the first senior royal to publicly do so since the 1700 Act of Settlement (touted as 1701) and in 2002 she voluntarily gave up the style HRH (Her Royal Highness) to become publicly known as Katharine, Duchess of Kent and privately as Katharine Kent.

The 1700 Act of Settlement has been interpreted with every form of excuse and the Duke of Kent did not lose his place in the line of succession to the British throne because his wife converted to Catholicism after they were married. Similarly a King could marry an Anglican and she could become a Catholic Queen and no one would do anything effective about it. Sure there would be the usual discussion in the papers, but what has that ever achieved. The Duchess of Kent became a Catholic and gave up her succession to the British throne, although her children are still in line to the throne by way of their Anglican HRH father.

Her predecessor, HRH Princess Marina, Duchess of Kent died from a brain tumor at Kensington Palace on 27 August 1968. She was a 61-year-old Nazi and Colonel-in-chief of the Essex and Kent Scottish Regiment. She was originally buried at St. George’s Chapel at Windsor, but was later reburied at the royal burial ground at Frogmore to be next to her husband, fellow Nazi-in-a-dress, the Duke of Kent.

The date of his reburial is not given, but is post 1968 and probably within a week of his actual death.

Catch 22

Fleet Air Arm: "I was in the desert arming and maintaining Beaufighters, but ended up receiving everything - South African Kittyhawks, Hurricanes, Mark V Spitfires, Free-French Baltimores, Free-Greek Baltimores and every other thing that could fly. The joke amongst ourselves was 'If anything came in and it was flown by a complete and utter Kraut and it had some variation of RAF markings that looked like the Krauts had painted it; and if they had a uniform that looked like it had been put together by a shoplifter working at Madam Tussaud’s wax works; and if he couldn’t speak English and all they could tell you was “Ya flieger, schnel schnel” (“I am a flyer, hurry, hurry”)’ - they were probably all right.

“All these foreigners were usually dripping in guns, nearly all German, and Luftwaffe flieger watches. A sure case of suspicion was a foreigner with a Mark V Webley in its correct holster and a Pommy watch.”

The Webley was British. The German guns were better, so any one dripping in British guns was either a German spy or a dumb British and if a dumb British returned twice, he was a German spy ... No one carried a British watch because they didn’t work in the desert.

Fleet Air Arm: “They called on me one day saying, ‘We are bringing you these Commandos and we need to teach them how to sabotage aircraft’. I tried to teach them how to attack the fuel-monitoring unit by taking it apart and reassembling it. The Commandos, the Marines, Popski’s Army, NZLRDG (NZ Long Range Desert Group) - they could all understand, but the SAS couldn’t and even the SAS Officers couldn’t.22

“You could try to teach them how to stuff a rag under the sump and set fire to it and that was too complicated. SAS never understood anything that wasn’t accompanied by a big bang. Anything else was an anathema to them. They really were the dumbest bastards in the whole of the Western Desert.

“There was this 10-year-old Bedouin kid [desert-dweller] everyone called ‘Farouk! He was thin and skinny and used to coat himself in a mixture of grease and tyre black and he’ go around German aircraft and drill a hole with a corkscrew stolen from Shepherds and given to him by a New Zealand Army officer. Farouk probably got more Germans in the Western Desert by drilling holes halfway through the landing wheel than the rest of us.

“When the Mel09G came out Farouk transferred his attentions to drilling a hole halfway through the supercharge inlet. He’s believed to have downed Joachim Marseilles - the famous German pilot Ace. Marseilles certainly fell victim to an engine fire.

“We asked Farouk why he did it and he told us, ‘I’m just here for the money’. He was Tunisian. He was paid in British pounds into an account in Switzerland and he’d been promised resettlement into his own restaurant in a British colony in South America.

“If he survived it would have been a miracle. The kid lived for the day he would be able to sit in his restaurant in a clean white shirt and be able to handle a white menu and not leave black marks everywhere. He’d been recruited by one of Popski’s men working on Italian aircraft in his native Tunisia with a thorn from a bush called the Jerusalem Thorn. ‘The vital thing was not to go to far with the thorn so the tail-wheel only gave out when the plane landed.’

“The trickiest thing in the Western Desert was sorting out the Allied aircraft from the German aircraft and Farouk told me that the markings had nothing to do with it. You actually had to go and listen to the pilots in order to tell which aircraft were targets. Farouk said, ‘A lot of the high up pilots in the Luftwaffe actually spoke English together and were German aristocrats. I’d been told by British Intelligence to give them a wide birth. It was only the low class that spoke German together.’

All Czechs during WWII wore Polish uniforms and Polish titles but spoke Czech. All wearing Czech uniforms during WWII were Poles. All of Popski’s Army were Czechs who spoke Czech, but didn’t wear the uniform or carry the title of a Czech or a Pole. The desert was full of Catch 22s.

“We took Farouk into town once, into Cairo and dressed him up. When we were passing Gray Pillars we were challenged by an MP. I was asked ‘What are you doing with this boy?’ I became nonplussed and didn’t know what to say and then Farouk said, ‘He makes me wash his socks and bums me every night’ and the MP turned to me and said, ‘You’d better hire another to wash your socks. You have to treat these Wogs right, after all Egypt is there country.’ I wandered off admonished and Farouk led the way from behind.”

Spymaster: "I was told this story by another army officer who had been in intelligence and the only spies that were any good and wouldn’t rob you blind were whores and they were Jewish whores that worked for MI-6, the Mossad and God knows who else.

“They befriended me and looked after me all the time I was in the UK. They told me some amazing things. They told me that the whole place was run by Prince Philip but they were right because they knew what he liked.

“The only ones you had to watch out for were the KGB and Jews and some of them could be quite nasty. They told me that New Zealand was regarded by all British and American military personnel as "The Dump’ and anything that was no longer of any use went there, and in Britain’s case, at a huge expense to the New Zealand taxpayer.

“One night two of these ladies came up to me and told me to watch out for this British Admiral. He was particularly nasty and was getting backhanders from all directions including Vickers and was intent on getting rid of some Leander Class frigates.

“The particularly nasty Admiral was told by the First Sea Lord at the party, ‘Any luck getting rid of those Frigates Old Bean?’ and the Admiral said, ‘No, even the Indians don’t want them. They know they’re clapped out.’ Whereupon the First Sea Lord said, ‘Have you tried the Kiwis?’ and the Admiral replied, ‘No, I haven’t. Never thought of them’, and the First Sea Lord replied, ‘Do try them. Their money is just as good as anyone else’s and they’re still as thick as the bulkheads on the Bismarck.’

Gray Pillars was a distinctive building owned by Omar Sirry. It was the British Headquarters located at 10 Tolombat, Garden City, Cairo and was headed by Ministers’ Oliver Lyttelton (July 1941), Richard Cassey, then Lord Moyne. The locals called it ‘Assicurazioni’ and believed the British, war or no war, had overstayed their welcome. The British set up a football field and a cricket pitch around Gray Pillars and the locals used this to stage quick Sieg heils (gun shots) before they dived for cover in the undergrowth.

"Of course I reported my knowledge back through the chain of command to Wellington [NZ]. Not long after I received a rocket [telling off]. On the day I received the rocket for sending half-arsed information through service channels, I noted two things in the British papers the next day. My ladies of the evening had disappeared to Israel and New Zealand had purchased a number of Leander Class frigates.”

Of course Kiwi Keith had been dipping his ‘keel’ in a bowl of ‘rice’ and the only people using their real names in London in the 70s were the guys stealing cars for London TV.

Spymaster: “Sunderlands couldn’t land on choppy water. They used to land in Wellington (NZ) at Evans Bay, to the side of Shelley Bay on an RNZAF Base. It was still in use after WWII until at least 1969. They used to fly up and down the Bay two or three times before they’d come in and the water used to plane off the hull beautifully and the pilot used to make it look comparatively easy to set down. The reason it was so easy landing was the sheltered bay. This big bow wave would come off the hull and pour salt water all over the tail of the aircraft. Being RNZAF aircraft the engines used to perform like Swiss watches - they were maintained up in Hobsonville. The other RNZAF base was Lualatha Bay in Fiji. New Zealand Sunderlands were all white, whereas WWII aircraft had all white hulls with grey and green across the tops.

“The RNZAF would add Molybendum Sulphate to the engine oils and get 10-20% more power. The Americans developed this for use in Flying Fortresses flying at extreme heights for the attack on Germany. It was shipped out to New Zealand in May 1945 for the attack on Japan. The RNZAF had big drums of it at Hobsonville and would share it with the civilian flown demilitarized Sunderland s.45, known as the Solent.

"A Warrant Officer/mechanic at Hobsonvillle knew all the interchangeability of Sunderland parts. Officially he was meant to be retired, but was retained and worked on operating Sunderlands until 1970. He managed to blackmail the RNZAF so ended up with a commission rank as Wing Commander which is not bad for a mechanic.

“The first to fly a small fighter attached to a long-range bomber were Shorts of Sunderland fame. It worked so they stopped doing it. The next to do it were the Luftwaffe. The Germans called these ‘Mistel’ [Mistletoe - probably a reference to kissing cousins]. This was always treated like a top secret aviation programme of the Third Reich, but in actual event the idea came from England and was first developed and trialled by Shorts.

Leander Class frigates arrived into New Zealand 1968-73.

“I have had high-ranking Luftwaffe personnel tell me ‘this is a fact’ and could not understand why the British didn’t continue with it. It was in common use in Germany and was considered to be the ideal end for a number of worn-out aircraft. Germans filled them with explosives and sent them into attack in heavily defended locations - most of which happened to be on the Eastern Front.”

“The original concept was proposed to the RLM in 1941 by Siegfried Holzbauer, a Junkers test pilot. His idea was to make use of‘tired’ Junkers Ju 88 airframes by packing them with explosives, fly them near a target and crash them into the target after the fighter had released itself. The fighter pilot would control the missile after release by remote control. The first conversion flew in July 1943 ... a further 15 conversions, with the code name Beethoven ... an eventual thickness of 60 feet of reinforced concrete was breached ... over 250 Mistels of various combinations were built. . .”2S

Spymaster: “I know the KG200, the elite bomber Geschwader [organisation] of the Luftwaffe used these aircraft and that at the end of the war, they were used in an attack on Russian bridges on the Western Rhine which was captured in tact by the US Army.

“At the end of the war, the British held a famous air show at Farnborough where they exhibited a number of new inventions from Germany. Nearly all these aircraft had hastily applied British roundels and hastily applied Air Ministry numbers on the tails blocking out the Swastika.

“No one noticed apart from MI-6 entourage that the upside down engines in all German aircraft were courtesy of MI-6 and that the revolutionary Mistral design had been stolen from Shorts. [The Mistel was gifted by Arthur Gouge to the Freemasons who then gave it to Nazi Germany].

“The latest German-fighter ejection seats were not exhibited because they were busy being stolen by the executives of Martin-Baker who were touring the Luftwaffe base at Rechlin26 [and Larz] with an assortment of tools, stealing many things and intent on bringing them back to be discovered anew in the United Kingdom.

Rechlin is a small remote village in Mecklenburg-Vorpommern, Germany - an area closely related to, and heavily influenced by the British royal family. Rechlin was a testing ground for aircraft from 1916 and was the main testing ground for new Luftwaffe aircraft during the Third Reich, up to 1944/45 when Larz was included. Plane construction was carried out by forced labour from the nearby Ravensbruck concentration camp.

“No doubt there was similar activity from Rolls Royce and the Russians who stole early Rolls Royce designs of jet engines, among them the Rolls Royce Nene which turned up on a MIG-17 bearing a striking resemblance to a Messerschmitt fighter. In the 1980s the Russians ended up paying manufacturing rights to Rolls Royce for the use of these stolen designs.

“Similar things were happening down at Vickers with the Vampire. This is all just post-WWII and the gun ports had just gone cold.”

British Intelligence Officer: “Confusion in wartime is the result of the British being as bent as a dingo’s hind-leg whereas confusion in peacetime is the result of the British government’s arms and drug dealing - euphemistically called ‘Black Velvet” - organised by MI-6 and covered by the Air Police.

“One could delve into the history of any type of British aircraft and find a mass of confusion. Whenever a plane is pressed into or out of military service there’s an opportunity for confusion.

“MI-6 and MI-5 got very excited in the early days of WWI when they suddenly realised that mastery of the air provided them with a whole new environment in which to stage accidents. No longer would they have to rely on people falling down gang-planks, poisoned by a Chief Steward, crushed by a cistern falling off a ship’s toilet wall, or eaten by a shark. Now there was a whole new environment brimming with possibilities, completely at their beck-and-call.

“The RAF used to have huge rows about how someone had supposedly died in the air, but they found Winterbotham hugely accommodating and never looked back. A special section of the RAF was formed to master this new environment - Air 3 - and F. W. Winterbotham became Wing Commander responsible for the distribution of Ultra intelligence.

“All the museum historians are picked solely for their ability to swallow the bullshit from the officially embedded historians as they die off. In Short/Sunderland’s case, none of their buildings remain at Rochester - there is no plaque and no museum, only a ramp going into the sea and a new motorway. In extreme cases museum historians are left uninstructed and in highly secretive cases they are left without a museum.”

Sabotaged Sunderland Development

The Sunderland model s.23 had a maximum speed of 320 kmph with a cruise speed of 265 kmph, a laughably small range, an empty weight of 10,900 kg and a loaded weight of 18,400 kg meaning it could carry 7500 kg. It had four 686 kW engines, a length of 27 metres and a wingspan of 35 metres.

The Sunderland model s.23 (4 July 1936-38) was a very slow and heavy plane with a laughable payload and range. This made it next to useless, which made it all the more loved by the British and utilised by the British monarchy. It was a flying turtle.

In 1937 the second and third C-Class flying boats were stripped down and given additional fuel tanks to make the transatlantic flights, but its payload was minimal, maintaining its overriding characteristic - Sunderlands could fly, but little else.

In 1938 the Sunderland model s.30 was delivered with Pegasus 22 engines providing 753 kW each. This was a 10% improvement in engine output, but only eight were built.

In September 1939 three bigger-and-better Sunderland s.26 G-Class flying boats were built powered by four Bristol Hercules engines providing 1030 kW - 50% up on the first model. This increased the range to 4800 km and could carry a combined weight of 34,000 kg - 85% up on the first model. The plane was starting to become useful so it underwent a name change.

When WWII started in September 1939 these flying boats were pressed into military service for ocean patrol with four 7.7 mm guns (.303).

When the slow and cumbersome s.23 Empire boats were pressed into military service, the RAF called it the s.25. With much love and little quality they became "one of the most famous flying boats ever built” and the first Sunderland Mark I flew on 16 October 1937 (15 months after the first s.23).

The new Pegasus XXII engines with 753 kW were not ready and the planes were fitted with Bristol Pegasus X engines 709 kW making them 10% less powerful. This required a new wing design. The new Pegasus XXII engines were ready on 7 March 1938 with 21 production models on order dating back two years.

The modified military version, the A.33 was delayed for 5 months to October 1938. The new flap system shortened the length of takeoff. It was fitted with three .303 guns which meant it could kill in all directions but do little damage to other aircraft. Due to the heavy .303 machine gun tail turret, the wings were swept back 4.25° which meant the engines and floats had to be canted slightly. This was tinkering without forethought. The A.33 suffered structural failure during taxi trials and was scrapped - never to fly.

The new thicker wings carried four Pegasus XXII engines, six drum fuel tanks with a total capacity of 9200 litres. Four more fuel tanks were later added behind the rear wing spar giving 11,602 litres. This could then carry 900 kg of bombs, mines and later depth charges. Ordnance was carried inside the fuselage (the body of the plane) and winched out under the wings through wide hatches on each side of the fuselage.

Originally the number of crew was 7, but this increased to 11 and later to 13. The Sunderland Mark I had six bunks and a galley with a stove for cook-ups. The first Sunderland Mark I was delivered in June 1938. By September 1939 at the outbreak of WWII the RAF were operating 40 Sunderlands. The Sunderland had no ability to land on land and could only take off from water. If it landed on land, it was a crash.

The Sunderland quickly proved themselves to be inadequate against German submarines and U-boats. They were adapted with depth charges which would bounce off the water back up into the air and hit the tail of the Sunderland and explode. With sufficient embarrassment the depth charges were designed to sink before they exploded (Torpex depth charges from early 1943), but this was countered by a new form of self-sabotage, early warning-to-the-enemy radar.

In October 1941 Sunderlands were fitted with Anti-Surface Vessel radar (ASV Mark II) meaning it could only detect vessels on the surface. This was a primitive form of low-frequency radar with a wavelength of 1.5 metres and featured 22 stickleback aerials dotted all over the plane making it look like an Asian apartment.

The ASV Mark II radar (and not the plane) were picked up by the German radar warning system, Metox. This reversed the kills from German to British for the 18 months from October 1941 to early 1943. The British fitted ASV Mark II radar downed a lot of British planes.

German U-boats and submarines with longer range and more powerful weapons could detect the Sunderland crawling along the sky and would fire while the flying turtle was still out of its range. The Sunderlands had become completely useless against German submarines and U-boats and any British who went out in Sunderlands from October 1941 to early 1943 went out as cannon fodder. This was a crucial turning point in the war.

The Sunderlands would have been more effective without the radar as it was their ASV Mark II radar that made them detectable and not the plane. For this their British CEO of design and development, Arthur Gouge, was cited for a knighthood.

A total of 75 Sunderland Mark Is were built - around 30 by Short’s factories in Rochester, England, 15 by Blackburn at Dumbarton, and around 30 by factories in Belfast in Northern Ireland. The Irish did not like the British and equally supported the Germans. This meant that up to 40% of the Sunderland Mark I were up for sabotage and it only takes one sabotage to make history.

Short knew this and vetted all the Irish workers ensuring they were all Protestant, British loyalists and loyal members of the Lodge. It was a well-known Protestant boast that “It was harder for a Cattle Dog [Catholic] to get a job at Shorts than it was for a camel to squeeze its way through the eye of a needle.”

After 18 months of pro-German/anti-British kills and with the loss of many Sunderlands, the new barely-improved Mark III was fitted with ASV Mark III centimetric band antennas.

Production had moved to the Sunderland Mark II for a short period (August-December 1941). The Mark II featured Pegasus XVIII engines with two-speed superchargers providing 794 kW each and a high turnover of engines. This was an improvement on the Pegasus XXII engines of 5% and a reduction in power on the September 1939 Bristol Hercules engines of 30% - providing a new version that was underpowered from 2 years prior. The near useless .303 rounds were maintained, but with twice the ammunition capacity - 4000 rounds. 43 Sunderland Mark IIs were built (5 by Blackburn at Dumbarton, 15 miles downstream from Glasgow in Scotland).

In December 1941 production moved to the Sunderland Mark III with improved seaworthiness - less water inside and a new hull step that allowed the plane to come unstuck from the water in a smoother curve as opposed to an abrupt separation. Happy with this, a total of 461 were built; 170 by Blackburn (Scotland) and the remaining 291 by the Short Brothers in Rochester (England), Belfast (Northern Ireland) and a new plant at Lake Windemere in the Lake District (north of Manchester).


A Mark I Sunderland in war colours belonging to No. 210 Squadron. The Pegasus engines were massively underpowered and the engines would fail on a regular basis, sometimes three on one trip. Ocassionally the crew had to run up and down inside the cabin space to try and break the suction from the water. The Mark I could take off on one engine but it took up to 10 miles to leave the water. This Mark I Sunderland had side blister guns prior to the dorsal turrret.

The Sunderland Mark III had a maximum speed of 340 kmph, a range of 4800 km, an empty weight of 14,970 kg and a maximum load weight of 26,130 kg meaning it could carry 11,160 kg. It was 26 metres long, 9.8 metres high, had a wingspan of 34.4 metres and a service ceiling of 4575 metres (15,000 feet).

This was supposed to be an improvement on the Sunderland s.23 which first flew five years earlier. It wasn’t. It was still a flying turtle.

After more than five years of British improvements the maximum speed had increased by 10 mph, the length had decreased by 1 metre, the wingspan had decreased by 0.3 metres, the empty weight had increased by 4070 kg and the range was the same as the G-Class built in September 1939. The only improvement after five years was that it could carry 3600 kg more, but it still had a laughably small range.

The Sunderlands stemmed from a competition for long-range aircraft and they struggled to make the distance, only doing so with additional fuel tanks. With these designs and self-sabotage in mind, designer Arthur Gouge (1890-1962) was knighted and promoted to President of the Royal Aeronautical Society. Neither now exist.

Some of the Sunderland’s were only used for search rescue and on 21 September 1939 two Sunderlands rescued 34 crew off the torpedoed merchantman Kensington Court in the North Sea. All Sunderlands were available to be fitted with a bright Leigh searchlight to make night rescue possible. These Leigh searchlights were fitted to very few Sunderlands thus ensuring any British shot down in the afternoon had a maximum chance of drowning. The Leigh searchlights were not rare as both New Zealand Sunderands had them. It was just that they weren’t fitted to the British flying boats.

Propaganda was high and all records of kills were well kept. A Royal Australian Air Force Sunderland (RAAF) managed its first kill, a U-boat on 17 July 1940, after which the new early warning-to-the-enemy ASV Mark II radar was installed. This sabotaged every Sunderland opportunity from October 1941 to early 1943.

On 3 April 1940, a Sunderland operating off Norway was attacked by six German Ju88 fighters (exactly a month after the CABOT and CARIBOU incidents). The Sunderland shot one Junkers down, damaged another and drove off the rest. The British then said the Germans named their Sunderland the “Fliegende Stachelsweine” (Flying Porcupine) referring to its abundance of small short range fire and lack of big firepower (cannons). The Sunderlands were well built and could take many hits, but it was better named the ‘Flying Turtle’, or ‘Show Pony’. It was only luck if a Sunderland downed a plane and only luck if it returned home - 93 % of them didn’t.

On 2 June 1943 an RAAF Sunderland Mark III did battle with eight Ju88 long-range fighters. There were nine Australians on board and only two British. They were under the command of Australian Lieutenant Colin Walker, so they had a better chance.

The Sunderland was searching for the remains of the actor Leslie Howard whom they were told had crashed in the Bay of Biscay the day before (1 June 1943), but Leslie Howard was covering for his homosexuality by doubling for Winston Churchill and was shot down over the English Channel after his ‘location, departure time and direction’ were leaked to the Germans through known double agents.

Eight Ju88s were spotted so the Sunderland immediately dropped all its depth charges (making it useless against German submarines and U-boats) went to full revs (which all the earlier models had to fly at normally) and did corkscrew evasive manoeuvres. One engine got knocked out. On the fighters’ third pass, the top turret gunner managed to shoot one Ju88 down and on the fourth pass a second was shot down.

On the fifth pass most of the crew were hit and one was mortally wounded. Only two Ju88s made it back to base. The others were nicked and faltered. The Sunderland Mark III crew threw everything overboard and nursed the flying boat back to the Cornish coast, beached it in the surf, waded to shore, then watched the waves break it up.

Lieutenant Colin Walker got a DSO and a ground job, sick of the Flying Turtle. The surviving nine crew went up in another Sunderland and were shot down by six Ju88 two months later. There were no survivors.

What makes this tale all the more interesting is that there were no Sunderlands listed as downed in August 1943. The closest was the CAMILLA which crashed at Port Moresby on 22 April 1943, followed by the CLIFTON at Sydney on 18 November 1944.

Throughout the entire six year war 749 Sunderlands27 managed to destroy 28 U-boats and assist in sinking 7 more. To say that they were a reconnaissance aircraft and not a defensive or attack aircraft is a cop out. This was the worst ratio of any aircraft in the history of WWII. By the end of the war less than 50 Sunderlands in service had survived.

The circumstances of the demise of most Sunderlands were not listed as flying boats were a matter of public pride. Sunderlands were lost leaders.

In early 1943 the new centimetric radar completely baffled the German’s Metox radar at first, which meant the British Sunderlands could see German surface vessels before the Germans could shoot them down.

The Germans reacted by increasing the size and range of their firepower to two 37 mm and eight 20 mm flak guns. This was far bigger than the British 7.7 mm guns and Sunderlands that were hit then tried to crash into the German submarines, but only one Sunderland managed it. With no improvements coming from the government, the crew adapted their own Sunderlands with 12.7 mm (0.5 calibre) machine guns.

This was officially frowned upon and was usually resorted to only by Colonial Trash and Machine Gun Thieves (the CT & MGT). Quite often they doubled for each other and swapped places at midnight. It was quite common in the early part of the war to see Italian 20 mm Breda Machine Guns fitted to British aircraft under Colonial control. The Greeks and the French preferred German weaponry.

A Maori Warrant Officer received over thirty warnings that his mounting German machine guns on a Bren Gun carrier was illegal and action would soon be taken against him. As a good Maori he wrote back saying, “As I’m planning to be killed soon, I won’t be taking this seriously”. He was eventually sent home. This was simpler and less painful than shooting himself in the leg.

The Sunderland Mark IV was then developed with more powerful Hercules XVII 1253 kW engines (a 66% improvement), seven 12.7 mm machine guns and a twin 20 mm cannon. Two prototypes were made and 30 production models were ordered with Hercules 1720 Hp XIX engines (1283 kW, a 70% improvement). These Sunderlands were so different and so vastly improved they were redesignated the s.45 Seaford.

The s.45 Seaford was finally an effective and far superior flying weapon, equal to the improved German Junkers Ju52/3m glOe. Intended for the Pacific, it did not see any combat and was sabotaged by production too late to see any action, creating yet another period of self-sabotaged British development. Even the prototypes were not used in action. The first Sunderland Mark IV/s.45 Seaford’s flew in April 1945, just weeks before WWII ended, so it was too little too late.

The s.23 Sunderland/s.25 Sandringham engines suffered from overheating. This caused them and their successors’ engines to be replaced more than any other plane’s engine, and this was on a very regular basis. The Sunderland V developed out of crew concerns for the engines which had to be run on full combat power at all times.

Australian crews were not self-saboteurs and refused to love things that didn’t work to capacity, so they demanded the Pegasus engines be replaced with Pratt & Whitney R-1830-90B Twin Wasp engines. These 14-cylinder engines provided 895 kW each, were an improvement on the high-maintenance Pegasus XVIII supercharged 794 kW engines by 12% and the 753 kW Pegasus XXII engines by 18%. The main advantage of the American engines was vastly reduced maintenance and the ability to fly when two engines were down on the same wing.

If two Pegasus engines on a Sunderland got hit, it steadily lost altitude and crashed dead in the water, or very dead on land.

To produce the Sunderland Mark V, two Sunderland Mark Ills were taken off the production line in early 1944 and fitted with four American Pratt & Whitney engines. The plane could now maintain altitude with two engines down on one wing and could cruise without the engines running in combat mode, and the range was the same. This was the first development of the Sunderland that was not self-sabotage, but it was also too little too late.

The first non-sabotaged Sunderland made it to operation in February 1945, two months before the end of the war, but were still fitted with near useless .303 machine guns and the new centimetric AV Mark VIC radar which had been used on the Mark Ills for some time. The 12.7 mm guns and 20 mm cannon on the Mark IV were dropped for no apparent reason other than the British sabotage of Australian crews.

155 Sunderland Mark Vs were built and 33 Mark Ills were converted (which meant changing the British engines to American). The last Mark V was delivered in June 1946 with a total production of 749 Sunderlands since their inception.

In 1940 the British Air Ministry requested another four-engined flying boat, this time for long-range reconnaissance with heavy defensive armament and an offensive war load of 1815 kg. The first prototype was flown on 14 December 1944 with dummy nose and tail turrets and no guns. The Shetland was substantially bigger, had a greenhouse cockpit for better vision and twice the takeoff payload. It was powered by four Bristol Centaurus XI 18-cylinder radial 1865 kW engines and 4-bladed propellers. Its range 7100 km, speed 423 kmph and service ceiling 5180 metres (17,000 ft) made it far superior to the Sunderland, but it never made it into production and caught fire on its moorings on 28 January 1946.

A second passenger carrying prototype was made and flown on 17 September 1947, flown several more times and then scrapped, never to fly a commercial flight.

All the Sunderlands, Shetlands and Princesses were sabotaged, either by using under-powered high-maintenance engines that if two failed the plane crashed, early warning- to-the-enemy ASV Mark II radar, using .303 machine guns, not using or removing 20 mm cannon, by the timing of the improved models, and by delayed production.

To increase the sabotage, six Sunderland Mark Ills were stripped down and used as mail carriers by the BOAC (British Overseas Airways Corporation) and another 29 were refitted as mail carriers and passenger liners carrying (wait for it) 24 passengers. Another form of sabotage, this removed 35 Sunderland Mark Ills from wartime service.

This was such a shameful period in British aviation history that it was covered up by the most impractical of last resorts - ‘love’.

In war, love is as useless as tits on a bull. It is the equivalent of expecting a sexually bent Air Commodore, Inspector- General of RAF Welfare, or Commander of the Air Defence of Scotland to act in the best interests of their country.



According to Shorts this Sunderland was delivered on 25 May 1939. Other official records show it arrived in August 1939. The newspapers note its first flight was Auckland to Sydney on 1 May 1940. Pictured is the return maiden voyage over Auckland on 2 May 1940.

ZK-AMA AOTEAROA was replaced in 1947 and then broken up. The replacement was a complete failure and was replaced again in 1950 with the Mark IV variant specifically built for TEAL (Tasman Empire Airways Limited) with a steeper inset hull. The Mark IV/Solent final service was on 14 September 1960. It was then stored at Hobsonville, officially until May 1966 and then onto the Auckland Museum of Transport and Technology.

KIWIs recognise there was a flying boat, but not that there were three different types. They also note Sunderlands still skimming Wellington waters in 1969.


Post War Refitting

After WWII, a number of Mark Ills were refitted as Sandringham Mark I and a number of Mark V were refitted as Sandringham Mark II.

In 1946 the second production of Sunderland Mark V/Seafords were loaned to BOAC for evaluation as a civil airliner and 12 were converted into Solent Mark 2. Most of the early RAF Mark V were rebuilt as Solent Mark 3s. These were then sold to the civilian public as Solents and not Sunderlands. A Solent is a demilitarised Sunderland with the front and rear gun turrets removed and the nose and tail reshaped.

Sunderlands continued to be used by the RAF after the war in 1948, landing on Hitler’s ill-famed Lake Havel. They then resupplied the British Greenland expedition (1951-54) and were then phased out.

In 1951,19 Sunderlands were recondition in Belfast for Aeronavale (French naval air arm) and 16 were reconditioned in England for the RNZAF (Royal New Zealand Air Force). France used theirs until 1960 and New Zealand until the early 60s.

The New Zealand flying boat was actually launched in Belfast (not England) by Queen Elzabeth II in 1949 (not 1950) which helped to sell it to New Zealand as a new Solent with no mention, ever, that it was a converted Sunderland with altered nose and tail.

The Sunderland was used until 1970, not the early 60s and always drew a crowd of Kiwis - Keen Interest Without Intelligence.

But what’s worse is that this was done three times and each series of flying boat sold to New Zealand was sabotaged. The first two Sunderlands had the same two successive names but in reverse order (AO-TEA-ROA/AWARUA/AOTEAROA). These were both replaced twice and the new planes retained the same name and serial number so when the civilian and military talk about a Canpous, Sunderland, Solent, Empire class or C class and how to differentiate between the planes, it was all wrong. One flying boat could be all of these things. This ruse was backed up by the RNZAF who still teach-to-confuse onto all matters Sunderland and Solent. The RNZAF do not even complain that one of their planes never arrived.

Getting ripped off by the British was akin to getting sodomised by the British, so for the RNZAF, Mum’s the word.

More Colonial Confusion

In 1938 Union Airways placed an order for the three Empire class flying boats to be delivered to New Zealand. “Certificates for work carried out were presented by Short Bros, to Imperial Airways Limited, to be honoured within seven days. The final certificate, when the aircraft was handed over at delivery, was due for payment within 14 days.”29 Often this delivery took place months later, or not at all.

Twelve days prior to WWII Britain delivered two of the three planes to New Zealand which arrived four months after the official April delivery date on 28 August 1939. These were s.30 Sunderlands romantically referred to as Empire class and operated until 1947. The third boat never arrived, but New Zealand still made all the progress payments. Three years after the official delivery date this third Sunderland was destroyed at Bathurst off West Africa on 14/15 September 1942 while still under British command.

“Four larger 30-seat Short s.25 Sandringham class flying boats replaced the two smaller Empire Class craft in 1946, but these proved unreliable through overheating engines and were replaced by s.45 Solent flying boats.”

The s.25 Sandringham suffered from overheating engines, but New Zealand stuck with them from 1947-50. The s.23 Sunderland/Empire boat was the same was the s.25 but with military applications. When these were removed the s.23 and s.25 were the same. The Sunderland Mark IV, s.45 Seaford and Solent were also the same plane. Their difference was in the romantic attachment placed on them.

Solent Mark IV flying boat ZK-RMA ARANUI was built by Short Brothers and Harland Ltd in Belfast and delivered to TEAL on 30 November 1949. It was the last of four Solents to be built. Its inaugural flight was from Wellington to Sydney 5/6 October 1950, 11 months after it was officially delivered. The last officially recorded flight was Cook Islands - Samoa - Fiji - Auckland on 15 September 1960, but it was still flying in 1969 between RNZAF bases in New Zealand and Fiji.

When Queen Elizabeth II and Prince Philip boarded the Sunderland Mark IV/s.45 Seaford/Solent Mark IV flying boat in New Zealand in 1953, they walked 7 metres apart with another standing between them. (Wing Commander George Gudsell in full fruit salad.) Their sexual relationship was already over. They entered into a portside door 0.6 metres above the tide, the same level as the dock. One could step straight from the dock into the cabin door and down to the lower level. Any ramp was just for tidal convenience. The portside door sill was at the same level as the lower level window sills.

Eleven years earlier her uncle had walked in the portside door and out the starboard side door. This is how history is made for the oligarchy and confused for the masses.

Sabotage by Salvage

The British have a way of writing history that puts them in gentlemanly stead and none of the crashed Sunderlands were attributed to have any salvaged parts. The G-AFRB was retained as unfinished and never flown because almost all of the salvaged parts were attributed to it, yet it always remained 75% complete. Salvage was expensive. Little of the salvaged planes was ever put to use and crashes were never blamed on salvaged parts.

Parts of the crashed CYGNUS (December 1937) were used in the G-ARFB that never flew. The mainplanes were stored in the open and when High Duty Alloys came to test spar boom extrusions, they were under strength and had to be scrapped. The tail unit, engine nacelles and rear section of the hull were most likely reused, but this plane never flew.

The CAPELLA was salvaged almost entirely and shipped back to Rochester. The wing floats, some of the control surfaces and the anchor were re-used. Salvage and recovery cost £2100, 20% of the price of new Sunderland, so salvaging was “scrapped”, but in reality continued. The date of the CAPELLA crash is given as both 12 March 1938 and 12 March 1939.

When the CHALLENGER was salvaged after only three days immersion in the sea, a knife could be pushed through the magnesium alloy reduction gear casing of the engines. The alloys were that bad. Regardless, the airscrews, with their bent blades, mainplanes, tail unit and engines were salvaged in May 1939.

The CENTURION crashed on the Hoogly river at Calcutta on 1 May 1939 (or 12 June 1939). The aft end of the hull, the tail planes, the fin and rudder, three engines and airscrews and the fuel and oil tanks were salvaged.

The CLYDE flipped over in a hurricane and four engines and airscrews, oil tanks, the two elevators, one aileron, the port wing float and the radio equipment were salvaged. The Relunit fuel tank valves were reconditioned and officially used in the tanks of the G-AFRB that never flew.

The engines of CONNEMARA were brought up from the bottom of Southampton Water and stripped down.

Many of the flying boats were ordered as replacements for the ones that had crashed. Many crashed, so there were many orders. Obviously there was collusion with the insurance companies, so Lloyds was probably involved and salvage was probably demanded. The last order on 7 June 1939 was for three s.33 hybrid aircraft, the CLIFTON, CLEOPATRA and G-AFRB (Construction No. S1025-S1027). Work on the 43rd boat was stopped when it was about 75% complete and it became the blaming ground for all salvaged parts. The G-AFRB was never flown and never attempted to fly.

Sabotage of Sunderlands was prolific as the Queen’s world expert Brian Cassidy states in Flying Empires.

“Why was CAPRICORNUS descending in a snow storm with the engines throttled back, just before it struck the ground? How many of the Horseshoe route ‘boats were re-engined with Pegasus XXII engines? Some of the Horseshoe route ‘boats had their fuel tankage increased from 650 gals, to 1010 gals. What effect did this have on the mainplane spars? Indeed, how many spar designs were there? There is reference in the Type Record of a Mark II. Why was the hull of the forty-third ‘boat kept in its crate in the Barge Yard until as late as 1943? How did CORSAIR get so far off course before setting down on the River Dangu? And what really happened to CIRCE and CLARE, both of whom disappeared over the water with their passengers and crews? Traces of CLARE were found but nothing was heard or seen of CIRCE.”

Nothing was heard of the CARIBOU either.


The rare starboard side passenger door as shown in Raiders of the Lost Ark (1981). The real China Clipper crashed in 1945 and none of the American Pan Am Flying boats survived past 1946.

This Raiders flying boat was British built and found in a museum in San Francisco with one engine still working. The Pan American logo was added and the plane was superimposed at Treasure Island Naval Base by Industrial Light and Magic.

The Raiders flying boat is the surviving CARIBOU — the back up for the CABOT. Some things are best hidden in plain sight and the homosexual occult is full of such jokes.

Filming for Raiders of the Lost Ark began in the summer of 1980. This points to the Duke of Kent dying before this date, otherwise the CARIBOU would not have been used.

The Duke of Kent’s lover, the Duke of Hamilton flew to the west coast of America in 1946 for no formal or declared reason. Perhaps it was to offload the CARIBOU. His landing was noteable in that one landing wheel failed to open and he walked away unharmed.
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