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Post by guest-cofw on Sept 2, 2016 6:14:02 GMT
To make a long story short, I have theorized with Albion over messages that my poi (possibly the EAR, but more likely a connection or partner) met Hetrick in Ventura, which led to the killings of the Smiths. My poi is an FAA aircraft mechanic-FAA pilot, has relatives in Ventura, and could have met Hetrick at the Camarillo airport in 1979. (Hetrick lived in Oxnard at the time.) Today (9-1-16) my poi volunteered to me during a walk that he worked at Mojave Airfield (I have a good relationship with my neighbor, which makes this rather hard.) So with this as background, I've isolated some analysis from the following CIA.gov link:
www.cia.gov/library/reports/general-reports-1/cocaine/contra-story/pilots.html
"A Prime Contractor Pilot. According to DEA information provided to CIA on April 28, 1987 a contractor pilot was:
. . . listed as the pilot of [aircraft registration number] . In 1981, the aircraft was placed on lookout because [he] was suspected of smuggling drugs into the United States from the Bahamas. The lookout was later canceled.
[Could this be the POI-Pilot. 1981?? Was this what brought down Hetrick?]
966. According to Customs information provided to CIA on May 13, 1987 from the Treasury database, the pilot was the subject of a 1982 report of alleged drug smuggling. According to the Customs report, he was alleged to have used an aircraft with the same registration number that was cited in the April 28, 1987 DEA information.
967. A June 1, 1987 CIA cable to Customs requested further information on the pilot and three other individuals in an attempt to determine the validity of the information that Customs had provided to CIA in its May 13, 1987 cable. According to the June 1 cable, CIA:
. . . . would appreciate details on the sources of information, including any available assessments on the reliability of the sources and their access to the information (for example, whether through direct involvement in the alleged activity or via hearsay). . . .
In its June 24, 1987 response, Customs referred the CIA to the U.S. Coast Guard for further information pertaining to the pilot. However, no information has been found to indicate CIA contacted the U.S. Coast Guard regarding the pilot.
968. On April 29, 1986, the pilot was questioned by CIA Security as part of the clearance process to work under the prime contractor. A May 1, 1986 report of that questioning indicated that the pilot admitted to extensive use of illegal drugs and to selling marijuana to friends on several occasions in the late 1960s and early 1970s. [ This clearly matches the POI's profile ]
[No attacks between 1981 through May 5, 1986. But on May 6, 1986 he strikes again, just 5 days after the report is filed (when he's probably fired) ]
He claimed that these sales occurred at social functions and that he did not make a profit from this activity. The report noted that although he was questioned intensively on these matters, CIA concluded that his answers were probably credible. According to the report, the pilot was advised of CIA's policy regarding the illegal use of drugs and he agreed to abide by that policy.
969. A December 22, 1988 CIA memorandum indicated that an aircraft that Customs identified as belonging to the prime contractor and suspected of drug smuggling in 1981-82 had been sold by the prime contractor in November 1979, but subsequently had been stored at the prime contractor's facility. [Mojave Airfield?] It was unclear, the MFR noted, whether the pilot had been flying this aircraft as an employee of the prime contractor or as a charter pilot for the new owners. [Are the owners connected to Maverick Air? 1979 after the death of Smith?] The December 1988 MFR indicated that more information would be needed from Customs in order to determine whether the aircraft and the pilot had actually been involved in drug trafficking. No information has been found to indicate that CIA sought additional information from Customs or any other source to follow-up or verify this information.
970. No information has been found to indicate that the results of questioning regarding drug use by the pilot were provided to U.S. law enforcement agencies. No information has been found to indicate that information regarding allegations of drug trafficking by the pilot was provided to Congress."
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Post by Mr Hood on Sept 2, 2016 8:45:11 GMT
To make a long story short, I have theorized with Albion over messages that my poi (possibly the EAR, but more likely a connection or partner) met Hetrick in Ventura, which led to the killings of the Smiths. My poi is an FAA aircraft mechanic-FAA pilot, has relatives in Ventura, and could have met Hetrick at the Camarillo airport in 1979. (Hetrick lived in Oxnard at the time.) Today (9-1-16) my poi volunteered to me during a walk that he worked at Mojave Airfield (I have a good relationship with my neighbor, which makes this rather hard.) So with this as background, I've isolated some analysis from the following CIA.gov link:
www.cia.gov/library/reports/general-reports-1/cocaine/contra-story/pilots.html
"A Prime Contractor Pilot. According to DEA information provided to CIA on April 28, 1987 a contractor pilot was:
. . . listed as the pilot of [aircraft registration number] . In 1981, the aircraft was placed on lookout because [he] was suspected of smuggling drugs into the United States from the Bahamas. The lookout was later canceled.
[Could this be the POI-Pilot. 1981?? Was this what brought down Hetrick?]
966. According to Customs information provided to CIA on May 13, 1987 from the Treasury database, the pilot was the subject of a 1982 report of alleged drug smuggling. According to the Customs report, he was alleged to have used an aircraft with the same registration number that was cited in the April 28, 1987 DEA information.
967. A June 1, 1987 CIA cable to Customs requested further information on the pilot and three other individuals in an attempt to determine the validity of the information that Customs had provided to CIA in its May 13, 1987 cable. According to the June 1 cable, CIA:
. . . . would appreciate details on the sources of information, including any available assessments on the reliability of the sources and their access to the information (for example, whether through direct involvement in the alleged activity or via hearsay). . . .
In its June 24, 1987 response, Customs referred the CIA to the U.S. Coast Guard for further information pertaining to the pilot. However, no information has been found to indicate CIA contacted the U.S. Coast Guard regarding the pilot.
968. On April 29, 1986, the pilot was questioned by CIA Security as part of the clearance process to work under the prime contractor. A May 1, 1986 report of that questioning indicated that the pilot admitted to extensive use of illegal drugs and to selling marijuana to friends on several occasions in the late 1960s and early 1970s. [ This clearly matches the POI's profile ]
[No attacks between 1981 through May 5, 1986. But on May 6, 1986 he strikes again, just 5 days after the report is filed (when he's probably fired) ]
He claimed that these sales occurred at social functions and that he did not make a profit from this activity. The report noted that although he was questioned intensively on these matters, CIA concluded that his answers were probably credible. According to the report, the pilot was advised of CIA's policy regarding the illegal use of drugs and he agreed to abide by that policy.
969. A December 22, 1988 CIA memorandum indicated that an aircraft that Customs identified as belonging to the prime contractor and suspected of drug smuggling in 1981-82 had been sold by the prime contractor in November 1979, but subsequently had been stored at the prime contractor's facility. [Mojave Airfield?] It was unclear, the MFR noted, whether the pilot had been flying this aircraft as an employee of the prime contractor or as a charter pilot for the new owners. [Are the owners connected to Maverick Air? 1979 after the death of Smith?] The December 1988 MFR indicated that more information would be needed from Customs in order to determine whether the aircraft and the pilot had actually been involved in drug trafficking. No information has been found to indicate that CIA sought additional information from Customs or any other source to follow-up or verify this information.
970. No information has been found to indicate that the results of questioning regarding drug use by the pilot were provided to U.S. law enforcement agencies. No information has been found to indicate that information regarding allegations of drug trafficking by the pilot was provided to Congress."
I don't know much about Hetrick but I'd take a look at Arrow Air. en.wikipedia.org/wiki/Arrow_Air''On May 26, 1981, Arrow Air relaunched as a charter airline under Miami's Batchelor Enterprises, whose aviation operations included fixed-base operator (FBO) Batch Air and International Air Leases, Inc., Arrow's parent company. (Batch Air eventually became owned by an employee group and was sold to Greenwich Air in 1987 for more than $30 million.) Arrow added scheduled passenger services in April 1982, beginning with California-Montego Bay'' I don't know how it plays it's part, but it does, imo of course. Should I connect more, I'll post it. |
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Post by cofw on Sept 2, 2016 16:49:13 GMT
Good find. We're just scratching the surface here, but dates do line up with 79 through 86. As indicated, the charter plane could be part of Iran-Contra (82-86) and drug trafficking (which the CIA would know all about, but not admit to). It's almost as if they nailed someone like Hetrick for the Bahama drug operation, then just diverted the plane to deliver arms to Central America using the same pilot, who was only interrogated after the covert operation became public knowledge in 86 (after the Hasenfas crash in Nicaragua).
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Post by Mr Hood on Sept 2, 2016 19:07:12 GMT
Good find. We're just scratching the surface here, but dates do line up with 79 through 86. As indicated, the charter plane could be part of Iran-Contra (82-86) and drug trafficking (which the CIA would know all about, but not admit to). It's almost as if they nailed someone like Hetrick for the Bahama drug operation, then just diverted the plane to deliver arms to Central America using the same pilot, who was only interrogated after the covert operation became public knowledge in 86 (after the Hasenfas crash in Nicaragua). Is this Pilot DH by any chance? |
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Post by cofw on Sept 2, 2016 22:52:22 GMT
DH flew for Maverick Air, correct? The pilot I'm referring to is my neighbor of interest (NOI). He lives under the radar, even though he worked at Mojave Airfield and was a pilot for Iran-Contra, which explains the reason for my analysis above. I will catch you up on him sometime soon. We took a walk yesterday evening along a 1200 ft Sierra ridge overlooking the SJ Valley, with Mt Diablo in the distance. It was a gorgeous sunset. I was updating him on an old friend of mine who is schizophrenic-bipolar. He is not doing well. My neighbor shows obvious signs of having this same mental illness (shared by his mother and sister), though he won't discuss it. But he said this to me, along these lines. "You have to be careful. If under pressure, this guy could snap and take out a lot of people." The subject passionately animated him. Coming from him as a suspect, it made me realize just how dangerous he could be for LE.
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Post by Mr Hood on Sept 2, 2016 23:00:12 GMT
DH flew for Maverick Air, correct? The pilot I'm referring to is my neighbor of interest (NOI). He lives under the radar, even though he worked at Mojave Airfield and was a pilot for Iran-Contra, which explains the reason for my analysis above. I will catch you up on him sometime soon. We took a walk yesterday evening along a 1200 ft Sierra ridge overlooking the SJ Valley, with Mt Diablo in the distance. It was a gorgeous sunset. I was updating him on an old friend of mine who is schizophrenic-bipolar. He is not doing well. My neighbor shows obvious signs of having this same mental illness (shared by his mother and sister), though he won't discuss it. But he said this to me, along these lines. "You have to be careful. If under pressure, this guy could snap and take out a lot of people." The subject passionately animated him. Coming from him as a suspect, it made me realize just how dangerous he could be for LE. He (DH) flew for Arrow Air too before Maverick. |
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Post by cofw on Sept 2, 2016 23:17:47 GMT
Interesting. I believe he was an aircraft mechanic before piloting in 81 or 82, but he could still have worked for Arrow Air. Did Arrow Air have stops throughout California? Maverick shut down in 79, right?
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Post by Mr Hood on Sept 6, 2016 8:07:26 GMT
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Post by albion on Sept 6, 2016 15:10:30 GMT
avstop.com/history/historyofairlines/history_of_arrow_air.htmHowever, Batchelor continued leasing aircraft, often with crews, to other small airlines. Batchelor moved Arrow Air to South Florida in 1964. Considered a pioneer in both south Florida's aviation industry and in the Latin American air cargo market, Batchelor would amass a considerable fortune and donate much of it to homeless and children's causes before dying in July 2002. On May 26, 1981, Arrow Air relaunched as a charter airline under Miami's Batchelor Enterprises, whose aviation operations included fixed-base operator (FBO) Batch Air and International Air Leases, Inc., Arrow's parent company. (Batch Air eventually became owned by an employee group and was sold to Greenwich Air in 1987 for more than $30 million.) Arrow added scheduled services in April 1982, beginning with California-Montego Bay. Low fares were causing the company to lose money. In October 1984, it canceled several routes, including Tampa-London. At the same time, the company reoriented its route structure from an east-west alignment to a north-south one, reported Aviation Week & Space Technology. San José, Puerto Rico, where the company was building a new hub, was the center of the scheduled network, and by the end of 1985 Arrow Air was connecting the destination with Montreal, New York, Philadelphia, Boston, Baltimore, Orlando, and Miami. In 1985, more than one million people flew Arrow to 245 destinations in 72 countries. Arrow was operating McDonnell Douglas DC-10 and McDonnell Douglas DC-8 aircraft. Like other start-ups, Arrow contracted some functions to other airlines. United Airlines trained its crews in Denver, and Florida Air supplemented Batch-Air's maintenance work. The company was approved for military charters in 1984, and in October 1985 won a $13.8 million contract with the Department of Defense. This accounted for only a small segment of Arrow's revenues. Most of its business came from scheduled service from Canada and the East Coast to Puerto Rico and Mexico. Commercial charters accounted for another 20 percent or so. In carrying out its military flights, the airline experienced a large-scale disaster and its first fatal accident. On December 12, 1985, one of the company's McDonnell Douglas DC-8s crashed after takeoff in Gander, Newfoundland, killing 248 soldiers of the 101st Airborne Division and eight of Arrow's flight crew personnel. The flight had originated in Cairo and had taken on fuel in Gander after stopping in Cologne, West Germany. The accident resulted in a great deal of unfavorable media coverage and government scrutiny for the airline. Arrow filed for Chapter 11 bankruptcy reorganization on 11 February 1986, laying off 400 employees. However, operations continued. Richard Haberly was named president of Arrow Air in 1987. Arrow's wet lease business—the practice of hiring out planes complete with crews and fuel—began to pick up again. In 1989, Arrow began leasing a McDonnell Douglas DC-8 to Lot Polish Airlines for a Warsaw-New York-Chicago route. It also provided a plane to the Airline of the Marshall Islands. In early 1991, Arrow was again carrying U.S. troops, this time for the military buildup preceding the war in the Persian Gulf. Arrow boasted a 98 percent on-time rate and a high degree of customer loyalty.
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Post by albion on Sept 6, 2016 15:16:22 GMT
Was it Hood's fiancee that was a stewardess on the crashed Cairo flight?
This seems like another perfect situation to be smuggling drugs. Especially if they were providing the wet lease planes to GOV employees. It also seems like something Hetrick would have been a consultant on, the alteration of the planes and their maintenance.
As for the business colors, if they were the same then as they were now, the paint scheme might match up well with the paint flecks that were found.
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Post by almagata on Sept 6, 2016 19:45:16 GMT
It kind of looks like Arrow Air moved "cargo" from South and Central American to the US and Maverick moved "cargo" from the US to the Middle East.
I'm reading Boomerang by Michael Lewis right now. One of the quotes from a Hedge Fund manger that did not get screwed in the subprime fiasco, Kyle Bass.
Question Micheal Lewis: So what would you tell your mother to invest in?
Answer Kyle Bass: Guns and Gold.
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Post by almagata on Sept 6, 2016 19:48:00 GMT
Bass was born on September 7, 1969, in Miami, Florida, where his father managed the Fontainebleau Hotel.
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Post by Mr Hood on Sept 8, 2016 18:28:36 GMT
Just some background. en.wikipedia.org/wiki/Fontainebleau_Miami_BeachIn the 1970s a suite in the hotel was used by members of the Black Tuna Gang to run their operations.[9] This is recounted in the 2011 documentary Square Grouper, which follows the burgeoning marijuana-smuggling trade of the mid-to-late 1970s. It was at this time that large amounts of the drug were being shipped to southeastern Florida; the film alleges that more than ninety percent of the United States's illicit demand was being met through such channels. In 1978, Stephen Muss bought the Fontainebleau Hotel for $27 million[10] en.wikipedia.org/wiki/Stephen_MussStephen Muss (born 1928)[1] is an American real estate developer known for leading the resurgence and redevelopment of Miami Beach, Florida. Muss was born to a Jewish family in New York City[2][3] and raised in Bensonhurst, Brooklyn.[4] His father, Alexander, was one of eleven children, six of them brothers who worked for their father's construction company building homes during and after the Great Depression.[2] Muss worked for the family business first as a laborer and then in sales and construction supervision.[2] More at link |
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Post by CamArrow on Aug 17, 2019 22:50:51 GMT
To make a long story short, I have theorized with Albion over messages that my poi (possibly the EAR, but more likely a connection or partner) met Hetrick in Ventura, which led to the killings of the Smiths. My poi is an FAA aircraft mechanic-FAA pilot, has relatives in Ventura, and could have met Hetrick at the Camarillo airport in 1979. (Hetrick lived in Oxnard at the time.) Today (9-1-16) my poi volunteered to me during a walk that he worked at Mojave Airfield (I have a good relationship with my neighbor, which makes this rather hard.) So with this as background, I've isolated some analysis from the following CIA.gov link:
www.cia.gov/library/reports/general-reports-1/cocaine/contra-story/pilots.html
"A Prime Contractor Pilot. According to DEA information provided to CIA on April 28, 1987 a contractor pilot was:
. . . listed as the pilot of [aircraft registration number] . In 1981, the aircraft was placed on lookout because [he] was suspected of smuggling drugs into the United States from the Bahamas. The lookout was later canceled.
[Could this be the POI-Pilot. 1981?? Was this what brought down Hetrick?]
966. According to Customs information provided to CIA on May 13, 1987 from the Treasury database, the pilot was the subject of a 1982 report of alleged drug smuggling. According to the Customs report, he was alleged to have used an aircraft with the same registration number that was cited in the April 28, 1987 DEA information.
967. A June 1, 1987 CIA cable to Customs requested further information on the pilot and three other individuals in an attempt to determine the validity of the information that Customs had provided to CIA in its May 13, 1987 cable. According to the June 1 cable, CIA:
. . . . would appreciate details on the sources of information, including any available assessments on the reliability of the sources and their access to the information (for example, whether through direct involvement in the alleged activity or via hearsay). . . .
In its June 24, 1987 response, Customs referred the CIA to the U.S. Coast Guard for further information pertaining to the pilot. However, no information has been found to indicate CIA contacted the U.S. Coast Guard regarding the pilot.
968. On April 29, 1986, the pilot was questioned by CIA Security as part of the clearance process to work under the prime contractor. A May 1, 1986 report of that questioning indicated that the pilot admitted to extensive use of illegal drugs and to selling marijuana to friends on several occasions in the late 1960s and early 1970s. [ This clearly matches the POI's profile ]
[No attacks between 1981 through May 5, 1986. But on May 6, 1986 he strikes again, just 5 days after the report is filed (when he's probably fired) ]
He claimed that these sales occurred at social functions and that he did not make a profit from this activity. The report noted that although he was questioned intensively on these matters, CIA concluded that his answers were probably credible. According to the report, the pilot was advised of CIA's policy regarding the illegal use of drugs and he agreed to abide by that policy.
969. A December 22, 1988 CIA memorandum indicated that an aircraft that Customs identified as belonging to the prime contractor and suspected of drug smuggling in 1981-82 had been sold by the prime contractor in November 1979, but subsequently had been stored at the prime contractor's facility. [Mojave Airfield?] It was unclear, the MFR noted, whether the pilot had been flying this aircraft as an employee of the prime contractor or as a charter pilot for the new owners. [Are the owners connected to Maverick Air? 1979 after the death of Smith?] The December 1988 MFR indicated that more information would be needed from Customs in order to determine whether the aircraft and the pilot had actually been involved in drug trafficking. No information has been found to indicate that CIA sought additional information from Customs or any other source to follow-up or verify this information.
970. No information has been found to indicate that the results of questioning regarding drug use by the pilot were provided to U.S. law enforcement agencies. No information has been found to indicate that information regarding allegations of drug trafficking by the pilot was provided to Congress."
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