Goff's father and grandfather had been high-level Masons in the Worcester lodge of B'nai B'rith, a secret Jewish Masonic group formed in New York City in 1843. Goff
obviously lied to me about how he had gotten involved with Ptech in
1994 when he said that he had wound up becoming the manager of the
company through a temporary agency.
It seemed to me that the Ptech cut-out had been exposed. My revelations about Ptech's Zionist roots were published in a newspaper based in Washington, D.C. Singh,
however, ignored the evidence of Israeli involvement with the creation
of Ptech and continued to accuse the company of being linked to Saudi
sponsors of terror. Meanwhile, Ptech software is still running on U.S. government and military computers.
Singh and I were asking the same questions: How did Ptech get to be so powerful? Who were the people, who were the organizations that brought them in? Who knew? Who gave them the power?
9-11, the crucial question was how did Ptech's software get loaded onto
the critical U.S. government networks – particulary those of the FAA,
the U.S. Air Force, and NORAD.
in their right mind, would have allowed Ptech personnel and software
anywhere near the FAA's core air traffic control system computers in Herndon, Virginia?
my research about the military exercises that were on-going when 9-11
occurred, I read documents about how the FAA and NEADS computer systems
failed. The FAA, in particular, was extremely slow to contact the military about the rogue aircraft of 9-11. In
one case, one of the rogue aircraft had been allowed to fly without
communication for nearly 30 minutes before the military was notified.
"THE HEART OF THE MATTER"
flawed and delayed FAA procedures and communications with the military
are at "the heart of the matter," as 9-11 relative Kristen Breitweiser
know, it is very upsetting that the 9/11 Commission had to subpoena the
Federal Aviation Administration [FAA]. According to news reports, there
are 150,000 documents that were left out of what the FAA sent to the
commission. Those documents went toward the time line of when the FAA
notified the North American Aerospace Defense Command [NORAD], when the
fighter jets were scrambled and the communications between air-traffic
control and the pilots. These are threshold issues that go to the heart
of the matter. How did the FAA overlook 150,000 documents pertaining to
these issues? It is more than mildly upsetting that they would leave
out these documents."
MONTE BELGER – FAA DEPUTY ADMINISTRATOR
the documents about the FAA failures on 9-11, I came across the name of
a Monte R. Belger, acting deputy administrator of the FAA at the time. A
long-term FAA official who began his career with the FAA in Chicago,
Monte Belger was the senior official who oversaw the upgrading of the
FAA air traffic computer systems that began in the late 1990s and which
was on-going in 2001.
Belger, Acting Deputy of the FAA from 1997-2002, was the key official
responsible for the computerized air traffic control system that MITRE
and Ptech were loading with Israeli spyware.
as the Acting Deputy Administrator for Air Traffic Services and System
Operations, was the key man at the FAA making the executive decisions
about these upgrades.
As the New York Times of June 7, 2001, reported:
aviation agency is installing a computer system that controllers can
use to determine whether airplanes can depart from established traffic
lanes and fly long distances, and whether they will conflict with other
airplanes by doing so."
was the key decision maker at the Federal Aviation Administration,
responsible for the software and computer upgrades that involved Ptech,
the suspicious upgrades which were being done during the years prior to
Documents and reports from the MITRE Center for Advanced Aviation System Development in McLean, Virginia, show that Ptech was working with MITRE on FAA computer systems.
his on-line biography says, Belger, a 30-year veteran of the FAA, was
Acting Deputy Administrator for the FAA for five years, from 1997-2002,
leading the 49,000-person team and in charge of operating the world's
safest aviation system.
his tenure with the FAA, Belger was the Associate Administrator for Air
Traffic Services, responsible for day-to-day operations of the nation's
airspace system, and supervised the FAA's modernization plan aimed at
improving aviation capacity, safety and service to airlines. Belger
played a pivotal role in assisting in the transition of aviation
security responsibilities from the FAA to the new Transportation
Security Administration, and he co-chaired the FAA's successful efforts
to adopt acquisition and personnel reform. Belger retired from the FAA
in September 2002.
U.S. AVIATION TECHNOLOGY LLC
After he left the FAA, Belger became the "Vice President, Government Connection" of a small Israeli-run company based in the Fort Lauderdale area called U.S. Aviation Technology. The
company was founded by Ehud "Udi" Mendelson, who described himself as
"a captain in the prestigious Army Intelligence Unit of the Israel
"Ehud received his BS Degree in Business and Economics from the Bar-Elan [sic] University in Tel-Aviv, Israel. He holds a computer Network Engineer certification from Microsoft and Novel," according to his webpage.
documents and information from the Israel Venture Capital Research
Center website specifically name Monte Belger of Centreville, Virginia,
as a Vice President and Government Connection of U.S. Aviation
Mendelson, age 51, was also the Chief Technology Officer of U.S. Aviation Technology, which was based in his apartment in Parkland, Florida. Mendelson's
company promoted a remote-control system that allows a "ground pilot"
to monitor and adjust the computer flight systems on aircraft. As he says in his presentations, "We put the ground 'pilot' in the cockpit."
software and design was promoted as a system to obtain real-time data
from the aircraft's computer recorders (black box, FDR) in order to
monitor flight systems – and make corrections – if necessary. The possibility to remotely hijack a plane with Mendelson's system is obvious.
also promoted a Flight Data Animator, which he said gives the ground
pilot all of the data and the visuals that the pilot in the aircraft
has. In the two on-line presentations of
this equipment it is implied that corrections can be made by the ground
pilot to avoid an accident or situation.
The data is sent via satellite to the satellite antenna on the top of the aircraft. This software and equipment clearly would allow the ground "pilot" to fly the aircraft. Mendelson
was promoting his software and system before 9-11 and hoped to have it
on the market in November 2001, according to a document in his company
I called Monte Belger to ask him about his relationship with Ehud Mendelson, an officer in Israel's military intelligence agency, and his remote-control aviation company. I
found it very disturbing that an administrator with the FAA would be
associated with such a business project, especially after 9-11.
I called Mr. Belger at his home on Eagle Tavern Lane in Centreville, Virginia at about 9 a.m. on January 24, 2008. I asked him about his relationship with U.S. Aviation Technology and Ehud Mendelson. He
denied knowing or having anything to do with either and asked me to
call him later at his office at Lockheed Martin Corporation where he is
a Vice President responsible for Transportation Systems Security.
I called his office, he put me on speaker phone, he said, in order to
try and access the websites where he was named as a Vice President of
U.S. Aviation Technology. He continued to deny knowing anything about the company or its founder, a member of Israel's Army Intelligence Unit.
PETER GOELZ – NTSB
Goelz, the former managing director of the NTSB, the federal
investigative body that oversees air crashes, is also named, along with
Monte Belger and others, as a Vice President, Corporate Stategy, in
U.S. Aviation Technology.
at the NTSB from 1995 until 1999, personally supervised the
investigations of TWA Flight 800, Egypt Air 990, the ValuJet crash in Miami, and the mysterious crash of the young John F. Kennedy's plane off the coast of Cape Cod. There
are many outstanding questions about what really happened to the
aircraft involved in several of the high-profile cases that Goelz was
Peter Goelz, former managing director of NTSB, oversaw the seriously flawed TWA 800 and Egypt Air 990 investigations. The New York-born Goelz was a lobbyist for gambling interests in Kansas City prior to coming to the NTSB. A political advisor and lobbyist, Goelz lacks any real expertise in accident investigation.