(Wayne Madsen) Retired United Airlines Captain Philip Marshall became an irritant to the Central Intelligence Agency and its favorite “kingdom,” the Kingdom of Saudi Arabia, with his constant unraveling of the Saudi government’s connections to the 9/11 attack and his subsequent promise to expose even more “shocking” information about the 9/11 attack.
After a multi-state investigation, WMR can now report that Philip Marshall and his two children, Alex, 17, and Macaila, 14, along with their family dog, were the victims of a hit contracted to professional assassins who specialize in turning murder scenes into murder-suicide scenes.
Marshall had been in contact with senior U.S. government officials, along with retired officials, who provided him with smoking gun evidence that current CIA director John O. Brennan was not only a key interlocutor between the CIA and Saudi government but also served as the key agency interface with Osama Bin Laden’s forces of irregular combatants, given the name “Al Qaeda” by the CIA.
Marshall was in contact with former Florida Senator Bob Graham, the chairman of the Senate Intelligence Committee on 9/11 and someone who was aware of the contents of the 28-pages in the Joint Senate-House Intelligence Committee report on 9/11 that detailed the $2 billion slush fund created by the “Al Yamamah” bribe to Bandar from the British defense firm BAE.
The slush fund was used by the CIA, Saudi ambassador to the United States Prince Bandar bin Sultan bin Abdulaziz — currently the head of the Saudi General Intelligence Service, and the 9/11 hijackers, including Egyptian Air Force Lt. Col. Mohammed Atta, as well as “special project” mission sub-managers Saudi Air Force officer Omar Bayoumi and Saudi deputy defense minister Khaled bin Sultan, to carry out their Saudi-financed intelligence mission in the United States.
The mission included flight training on Boeing 757 and 767 aircraft at the CIA’s longtime aviation base at Marana Airfield/Pinal Air Park, Arizona, a joint operational base of the U.S. Special Operations Command and the CIA.
The 9/11 Commission determined that Bayoumi did not “knowingly aided extremist groups,” although he provided assistance to two hijackers, Nawaf al-Hazmi and Khalid al-Mihdhar.
The contractor for the flight training was Doss Aviation, a CIA proprietary whose principal was US Judge for the Middle District of Alabama Mark Fuller. The firm has since been sold to an investment firm headed by 9/11 Commission member John Lehman, a former Secretary of the Navy. Doss’s subsidiary, Professional Aviation Training Service LLC, established in 2000 to support the 9/11 hijackers, was spun off the The Carlyle Group, of which the Bin Laden family, George H W Bush, Tony Blair, and George Soros are shareholders. These and other CIA “folding tent” operations disappeared after their involvement in the 9/11 attack.
Marshall had been investigating activities at Marana Airfield based on tips he received from veterans of the Iran-contra affair. Marshall, himself, was a CIA contract pilot for Marana-based Intermountain Aviation in the early 1980s, flying CIA/Drug Enforcement Administration (DEA) informant and pilot Barry Seal on missions out of Lakefront Airport, New Orleans; Mena, Arkansas; Nicaragua; and Colombia. Marana was a project headed by the late General George Doole, the CIA’s secret aviation director who ran such airlines as Civil Air Transport, Air America, Air Asia, Intermountain Aviation, Southern Air Transport, and Evergreen International.
Doole, a habitué of private clubs in Washington, DC, died in 1985 at the age of 75 just as the Iran-contra scandal was breaking. CIA director William Casey, who ran the Iran-contra operation out of the White House with George H W Bush, John Poindexter, and Oliver North, died from the sudden onset of a brain tumor in 1987. Marshall met North on at least one occasion in New Orleans while the Marine Corps Lt. Col. was setting up contra support weapons and cocaine supply routes using CIA proprietaries like Intermountain and CIA bases like Marana and Mena.
Marshall was also in contact with a Republican member of the House Armed Services Committee who was interested in his findings on the Saudi connection to 9/11 and the fakery of the Bin Laden “kill” by a Navy SEAL team in 2011. The representative has a number of U.S. Special Operations personnel as his constituents.
While CIA station chief in Riyadh from 1996-1999, Brennan became a sycophant of the Saudi royal family and was particularly close to Prince Bandar and Prince Al-Waleed bin Talal, one of the world’s richest men and a major stockholder in Citigroup and media and information companies that have ensured that the actual story of 9/11 has never been reported: News Corp (Fox News, Wall Street Journal, Times of London, Sky News), AOL/Huffington Post, Disney/ABC News, Apple, and Time Warner. Bin Talal is also a major client of the Saudi Bin Laden Group.
As station chief in Riyadh until 1999 and chief of staff to CIA director George Tenet, Brennan served as the chief interlocutor with his friend Ali Abdullah Saleh, the President of Yemen and a person who supplied Yemeni irregulars to supplement “Al Qaeda” units in Pakistan, Afghanistan, Somalia, and other trouble spots.
After Brennan became deputy executive director of the CIA in March 2001, he became the key individual to oversee the operational aspect of infiltrating Atta and his team, along with other Saudi and Bin Laden organization support personnel into the United States. Brennan was so close to Saleh that the president of Yemen would often telephone Brennan rather than President Bush if he needed something accomplished.
Brennan was also aware of Osama Bin Laden’s 2002 death from natural causes and his subsequent burial in Yemen from Saleh.
Although Brennan is an Irish Catholic who graduated from Fordham University, he is also a fluent Arabic speaker courtesy of CIA-funded Arabic language training at the American University in Cairo and further Arabic studies at the University of Texas in Austin. Brennan is also a key bridge between the Bush family and Barack Obama.
Brennan can also be legally referred to as “Al Hadj John Brennan.” While he was station chief in Riyadh, Brennan made the Islamic “hadj” or pilgrimage to Mecca. Although entry into Mecca is forbidden to non-Muslims, Brennan went as the personal guest of the King of Saudi Arabia who also has the title “Custodian of the Two Holy Mosques” of Mecca and Medina. The King can grant, in special circumstances, access to Mecca by non-Muslims, although the practice is rare.
WMR learned that when Fran Townsend, the homeland security adviser to President George W. Bush and another Saudi aficionado, requested permission to visit Mecca based on Brennan’s previous visit, all she could muster from Riyadh was a helicopter ride over the city. Townsend today appears regularly on Fox News, part of which is owned by Bin Talal, who has stated that it is his goal to purchase as much media as possible in the United States to change the direction of American foreign policy.
Former FBI counter-terrorism agent John Guandolo surprised a number of people in March when he stated that Brennan had converted to Islam while serving as Riyadh station chief. Guandalo may have been misled by the stricture on only Muslims being able to visit the Holy Shrine and Mosque in Mecca. Brennan would not have had to convert to Islam to visit Mecca because he was a special guest of the custodian of the mosque, the King of Saudi Arabia. More than a few non-Muslim Westerners have been known to have visited Mecca as “special guests” of Saudi officials.
After Brennan retired from the CIA in 2006, he became the CEO of The Analysis Corporation (TAC) (now Sotera Defense Solutions). In early 2008, TAC contractors working for the State Department purged the computer system of all passport records on Barack H. Obama/Barry Soetoro; Stanley Ann Dunham (Obama’s CIA/USAID employee mother); and Stanley Armour Dunham and Madelyn Payne Dunham (Obama’s Office of Strategic Services/CIA grandparents).
The passport records would have revealed Obama’s presence in Pakistan in 1981 working with CIA elements to recruit members for the CIA’s Mujaheddin army fighting the Soviets in Afghanistan as well as his partridge hunting outings with Pakistanis and Saudis who were supporting the Mujaheddin. In 1981, Obama’s mother was the Ford Foundation’s regional director based in Jakarta but her CIA assignments took her all over Asia in support of anti-Communist efforts, including Pakistan.
Brennan, after protecting Obama’s and his family’s passport records and their CIA fingerprints from the rival Hillary Clinton and John McCain campaigns, as well as the public, signed on as national security adviser to candidate Obama. When Obama was elected, Brennan became the deputy national security adviser and after General David Petraeus’s fall as CIA director over an extra-marital affair, he was elevated to the prized position of CIA director. Brennan’s friend, Prince Bandar, has a green light to support Salafist groups and Al Qaeda affiliates around the Middle East and North Africa, including the Al Nusra Front in Syria, Ansar Dine in Mali, the Libyan Islamic Fighting Group in Libya, and Boko Haram in Nigeria
In 2008, Obama promised the families of 9/11 victims that he would seek an accounting of areas that has not been fully examined. Brennan ensured that no such examination would take place and that furthermore, Obama would not conduct any investigation of Brennan’s extraordinary rendition program he formulated while director of the CIA’s Counter-terrorism Center.
One of President Obama’s first acts was to visit CIA headquarters in Langley to assure the agency that no investigations of torture, kidnapping, and extra-judicial assassinations of foreign nationals and American citizens abroad would be carried out. The Obama administration meme was that it would “look forward” and not behind. Bush administration officials involved in the 9/11 plot rested easy.
Brennan also ordered a May 2, 2011, assault on a compound in Abbottabad, Pakistan which resulted in a proclamation by Obama that Osama Bin Laden, who had died in Yemen in 2002 of kidney failure, had been killed while resisting apprehension by a U.S. Navy SEAL team. Brennan is also the architect of Obama’s drone program, which has the authority to kill non-American and American individuals deemed a threat on foreign or U.S. soil.
When Philip Marshall threatened to expose Brennan and his and the Saudi government’s role in the 9/11 attack, a determination was made to apply the president’s new powers to “eliminate a threat.” Preliminary CIA/Saudi intelligence surveillance of the Marshall house in Murphys, California may have indicated that he was usually alone on weekdays.
However, with Marshall’s wife in Turkey and his two children staying with him on a Thursday night instead of with their mother in the town of Angels Camp, the hit team was not prepared for other persons being present. Instead of a suicide, a murder-suicide scenario had to be concocted and sold to the local authorities, which is what occurred with the Calaveras County Sheriff’s Department concluding that Marshall killed his children and then himself.
It is ironic, perhaps even serendipitous, that it was someone who participated as a bit player in the scandal that almost brought down the Reagan administration, to discover those behind the major scandal of the George W. Bush administration, that is, 9/11.
The man who is the chief suspect in the deaths of Philip Marshall and his children is “El Hadj” John Brennan, the director of the U.S. Central Intelligence Agency.
https://www.youtube.com/watch?v=Y_DNxDEPfu0
The combination of the Carlyle Group, the CIA, drone aircraft capabilities, civilian jet aircraft, and the fact that 9/11 author and pilot Phil Marshall may have paid with his and his family’s lives for having this and possibly additional information about these connections certainly calls for a re-examination of the circumstances behind the 9/11 attacks and a new investigation by the state of California and the FBI into the death of Marshall and his two children in January 2013.
If it were not for the fact that sprouting like Arizona cacti from the desert base of Pinal Air Park are the large fuselages and tails of hundreds of passenger jumbo jets, passers-by on Interstate 10 between Phoenix and Tucson would miss the site that has hosted the CIA’s fleet of private planes and proprietary airline companies over some six decades.
Not always a magnet for curious tourists, Marana was once a training field for U.S. Army Air Force, U.S. Air Force, and Nationalist Chinese pilots during World War II and immediately afterward. During the Korean War, Darr Aviation trained student pilots for the U.S. Air Force. In the 1950s, Marana was used by the CIA’s Special Activities Division to test the Fulton Skyhook, a surface-to-air harness recovery system used to extract agents from hostile locations.
Popularly known as the “boneyard” for civilian aircraft, Pinal or Marana also figures prominently in the events of 9/11. When this author attended Phil Marshall’s funeral in Mandeville, Louisiana in March 2013, a member of his family pulled me aside and confided, “If you want to know what Phil was working on before he died, the answers will be found in Marana, Arizona.”
The Calaveras County, California Sheriff contended that Marshall, in a bipolar rage influenced by pain killers and alcohol, of shooting to death his teenage son and daughter, the family dog, and himself in their family home in Murphys, California at the end of January 2013.
An FBI agent also confided to WMR that Marshall was peering into the pre-9/11 activities surrounding Pinal Air Park and its major CIA proprietary operator at the time, Evergreen Aviation.
A special investigation by WMR resulted in a different conclusion than that arrived at by a hasty Calaveras County Sheriff’s Department. Marshall, during a trip to Marana in 2012, met some old CIA pilot friends from the early 1980s. In those days, Marshall flew CIA drug running pilot-turned-Drug Enforcement Administration informant Barry Seal to places like Central America and Mena, Arkansas. Marshall was said by his friends and family to have been given some “smoking gun” information on the role that Marana played in the 9/11 attacks.
Marshall, a veteran United Airlines pilot with 15,000 hours in the cockpits of Boeing 757s and Boeing 767s, the two aircraft types allegedly involved in destroying the World Trade Center twin towers, the west side of the Pentagon, and plunging into a field in Pennsylvania, wrote two books — False Flag 911: How Bush, Cheney and the Saudis Created the Post-911 World and The Big Bamboozle: 9/11 and the War on Terror — doubting the official 9/11 Commission report that claimed that 19 Arab flight students, with only rudimentary training, were able to maneuver heavy jet planes in a manner that even seasoned pilots like Marshall said was virtually impossible. Impossible, perhaps, for human pilots but possibly not for special hybrid aircraft, fabricated to resemble commercial planes, painted with United and American logos and colors, and topped off with drone technology.
But where could such aircraft be produced without anyone’s suspicions being raised? Ever since 1948, when the U.S. Government turned the Marana field back to Pinal County, the CIA has maintained a presence there. Originally built by Sun City developer; Poston, Arizona Japanese-American relocation center builder; and former New York Yankees owner Del Webb in 1942, the airfield trained 10,000 pilots during World War II. Dinah Shore entertained the trainee pilots during a USO tour.
After the war, Pinal County leased Marana back to Sonoran Flight Services, which was contracted to the U.S. Forest Service to fight forest fires. However, the airfield soon gained the attention of the newly-inaugurated CIA, which piggybacked on the Forest Service contract to begin operating CIA proprietary airline companies from the location much prized for its remoteness. A fairly old massive pile of dirt located outside the main gate of Pinal Air Park is said to be the soil excavated for a massive tunnel system installed under the base by the CIA.
George Doole, the CIA’s guru on establishing proprietary aviation companies, decided that Marana was the best place to center the operations of a number of famous and infamous spook airline outfits, including Civil Air Transport, Atlantic General Enterprise, Air America, Southern Air Transport, Intermountain Aviation (for which Phil Marshall flew in the early 1980s), Continental Air Services (part of Continental Airlines that supported CIA and U.S. military operations in Southeast Asia), and, finally, Evergreen Trade. The latter is a diversified company started by Del Smith that is involved in everything from chemical spraying for weather modification to growing Christmas trees and operating a vineyard. Its aviation arm, Evergreen Aviation, for years operated Pinal Air Park for the CIA as a major center for maintaining and refurbishing aircraft for special operations.
Those “special operations,” as Phil Marshall was undoubtedly aware from his days as a pilot for DEA-informant Barry Seal, included narcotics smuggling, for which Air America and Southern Air Transport were the most infamous. To this day, incoming planes at Pinal are subjected to rigorous inspections by U.S. Customs and Agriculture Department agents for contraband and invasive plant, insect, and animal species.
In the 1990s, Pinal Air Park was used by the Department of the Treasury as a Federal Law Enforcement Training Center (FLETC) to train special agents, including Secret Service agents, in motor vehicle protective driving techniques and firearms use.
According to Pinal Air Park sources, in the months before and just after 9/11, the facility was the home to over 200 commercial aircraft, the highest number than during any other recent time. While many airlines send their aircraft to Pinal for quick maintenance, other companies either send planes to the facility for long term storage or pull planes from long term storage for extensive overhaul and a return to service. Planes stored at Pinal are either destined for the scrap yard or storage for future use. A number of Delta Airlines planes are currently parked at Pinal with a number destined for the scrap yard after their parts are cannibalized. A Turkmenistan Airlines Boeing 717 was at Pinal long enough for some quick maintenance before it was returned to active service. Currently, an Air Jamaica Boeing 757 is at Pinal undergoing similar maintenance. Not so fortunate is a EuroAtlantic Airways Boeing 747 charter plane that is so weathered, its final destination will be a scrap yard.
A similar boneyard and maintenance-to-storage, storage-to-scrap, and storage-to-maintenance/full operations facility for military aircraft exists at Davis-Monthan Air Force Base to the wets of Tucson. WMR discovered that there is a degree of coordination between the military boneyard at Davis-Monthan and the civilian one at Pinal Air Park.
Pinal not only has the capability to maintain aircraft but, according to a source familiar with the operations at the facility, it can manufacture aircraft from the cannibalized parts from other planes. In addition, the facility can fabricate new parts for special purposes. WMR learned that Pinal has the capability to enable large planes to be remotely operated. WMR can report that it was this capability at Pinal that attracted airline captain Marshall’s attention and was to be a central part of this third book on 9/11. After his death, the computer hard disk containing the manuscript for Marshall’s third book was removed from his residence in Murphys and was reportedly sent to the technical lab of the California Department of Justice in Sacramento for “analysis.” Neither it nor the manuscript contained on it have ever surfaced.
The intrigue does not stop there. In 2012, when Marshall visited Pinal and spoke to his contacts, Evergreen was in negotiations to sell its facility as part of the Pinal Air Park was slated for return to county control and development as a general aviation airport. Eventually, a company based in Rosslyn, in Arlington County, Virginia, Relativity, LLC, negotiated with Evergreen for the sale of the maintenance and storage facility at Pinal. Relativity then changed the name of the facility at Pinal from Evergreen to Marana Aerospace Solutions. Marana Aerospace dropped the armed guards at the main entrance to Pinal but an ominous “U.S. Government Property-Restricted Area” sign greets anyone trying to enter the area of the facility controlled by the company.
After visiting the Flightline Grill Restaurant, which is open to the public and where Marana Aerospace employees dine for meals, a white Marana Aerospace security pickup truck followed this editor’s vehicle to the main entrance of the facility. Only after the editor’s vehicle passed through the unmanned gate did the security vehicle make a U-turn.
One of Relativity’s principal officers is Leslie Armitage, who is also a co-founder of The Carlyle Group-Europe. Carlyle is a major investment company on whose board at the time of 9/11 was George H. W. Bush and whose major investors included the Bin Laden family of Saudi Arabia. Carlyle is no stranger to the aviation business, having invested in partnerships with Northrop Grumman and United Defense Industries.
The combination of the Carlyle Group, the CIA, drone aircraft capabilities, civilian jet aircraft, and the fact that 9/11 author and pilot Phil Marshall may have paid with his and his family’s lives for having this and possibly additional information about these connections certainly calls for a re-examination of the circumstances behind the 9/11 attacks and a new investigation by the state of California and the FBI into the death of Marshall and his two children in January 2013.
Wayne Madsen is an investigative journalist who consistently exposes cover-ups from deep within the government. Want to be the first to learn the latest scandal? Go to WayneMadsenReport.com subscribe today!
Investigative journalist Wayne Madsen discusses his report delving into the secrets of some the CIA’s planes and how this could change what we know about 9/11.
https://www.youtube.com/watch?v=L7nw_-E_ZtQ
Recommended Books:
From the perspective of a Boeing 767 captain and former “special activities” contract pilot, Philip Marshall straps the reader into the cockpits of hijacked commercial airliners to tell the story of the most sophisticated terrorist attack in history. Based on a comprehensive ten-year study into the murders of his fellow pilots on 9/11, he explains how hijackers, novice pilots at the controls of massive guided missiles, were able to beat United States Air Force fighters to iconic targets with advanced maneuvering, daring speeds and a kamikaze finish. But, as Marshall explains, the tactical plan was so precise that it rules out car-bombers and shoe-bombers known as al Qaeda, KSM and Osama bin Laden. So then, who was it? That’s what you are about learn. Backed by official NTSB, FAA and black box recordings, Marshall finds the most capable and most documented group of conspirators buried deep within a Congressional Inquiry’s report and retraces their work in gripping detail. Fasten your seatbelt— the sad truth is that all of the solid evidence points to a dark collaboration between members of the Bush Administration and a covert group of Saudi government officials. This is a game changer that will finally set the record straight on the most horrific crime in US history. This book is a compilation of official reports that disputes the Bush Administration, the Bush Intelligence Community and the American media’s account of the 9/11 attack. United States Senator Bob Graham’s Congressional Joint Inquiry in 2002 revealed that Saudi Arabian Intelligence agents met the 9/11 hijackers in the Los Angeles in January of 2000, harbored them and led them to 18 months of flight training in Florida and Arizona. Marshall follows reports from FBI field agents that warned George W. Bush’s Administration that a “cadre of individuals of investigative interest were engaged in flight training” in the Arizona desert in the spring of 2001. Marshall identifies three top federal investigators who complained that Dick Cheney obstructed justice by refusing access to suspects who supposedly confessed to the greatest crime in U.S. history. None of the federal investigators were ever allowed to verify the confession of Khalid Sheik Mohammed who had been water boarded over 180 times at Guantanamo detention facility. The book disputes the video and media confession of Osama bin Laden and points out that none of the accusations by the Bush Administration could be proved. Marshall asserts that the Saudi government was the true executioners of the 9/11 attack and framed their enemies while CIA special operations set up an elaborate decoy named Osama bin Laden to divert attention away from the Saudi operation. He follows the hijackers to flight training airports and finds that Saudi agents led the hijackers to the Arizona desert where Boeing 757 and Boeing 767 airliners were parked at a secluded CIA operated airport. The operators of the CIA airport were traced to suspicious insider stock trades on two airlines, United Airlines and American Airlines, the only two airlines used in the 9/11 attack. Marshall breaks down the tactical flight plan that was used by the hijackers and chronicles the actions of Condoleezza Rice, Donald Rumsfeld, Saudi Arabian Prince Bandar bin Sultan, Dick Cheney and George W. Bsuh to learn that their account of the attack was severely flawed. Three top investigators wrote that Dick Cheney had obstructed the investigation and redacted the involvement of the Saudi government agents who were employed in California by the Saudi Civil Aviation authority. The Congressional Inquiry reported that the Saudi agents had “seemingly unlimited funding from Saudi Arabia” and had traced the hijacker financial support to Prince Bandar through a Riggs Bank account. Finally Marshall chronicles the media trial that allowed Bush and Cheney to derail American Justice by trying the 9/11 case with media propaganda and away from the American federal court system.
