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    Default Senator John McCain: US Traitor

    John McCain: Privileged 'War Hero', Liar, Collaborator, Traitor
    Part 1
    Editor's Note: I transcribed the dialog of a 5 part video interview on June 22, 2007 between retired Army Colonel Earl Hopper and Gerard Kiley of Veterans Against John McCain. To make the reading flow easier, I removed the repeated phrases, false starts, etc. that hamper a printed version of an unrehearsed conversation.

    Earl Hopper had spent 30 years with the Army in Airborne Special services and with Army Intelligence and was a founding member of the National League of Families dedicated to retuning living POWs and MIAs of the Vietnam War.

    The impression that McCain and the media has attempted to portray of McCain's 5 1/2 years as a prisoner of war in North Vietnam is about as far from the truth that one could possible go. McCain, from the first moments of his capture, had behaved as a COLLABORATOR and propaganda tool for his North Vietnamese captors.

    McCain had engaged in no less than 30, and likely as many as 38 anti-American propaganda broadcasts for Radio Hanoi during the period of his captivity. Far from the image of a dedicated American "hero" sweating it out in a North Vietnamese prisoner's "hotbox" for 5 1/2 years, McCain was often given "special" treatment by his captors, who were fully aware of his father's and grandfather's 4 star admiral positions with the Navy.

    No one has ever witnessed McCain's supposed "torture" at the hands of his jailers. The consensus opinion of other POWs in McCain's camps was that McCain was NEVER tortured by the North Vietnamese. McCain's disgraceful and wholly reprehensible conduct (along with John Kerry) during the 1991-93 Senate Committee on POW/MIAs leaves no doubt that McCain is a traitor to this country and its veterans and especially to the families of POWs and MIAs. ..Ken Adachi].

    MORE: http://educate-yourself.org/cn/earlh...w08feb08.shtml



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    Vietnam Veterans Against John McCain




    McCain lost five U.S. Navy aircraft.


    Navy pilot John Sidney McCain III should have never been allowed to graduate from the U.S. Navy flight school. He was a below average student and a lousy pilot. Had his father and grandfather not been famous four star U.S. Navy admirals, McCain III would have never been allowed in the cockpit of a military aircraft.

    His father John S. "Junior" McCain was commander of U.S. forces in Europe later becoming commander of American forces in Vietnam while McCain III was being held prisoner of war. McCain III's grandfather John S. McCain, Sr. commanded naval aviation at the Battle of Okinawa in 1945.

    During his relative short stunt on flight status, McCain III lost five U.S. Navy aircraft, four in accidents and one in combat.

    Robert Timberg, author of The Nightingale's Song, a book about Annapolis graduates and their tours in Vietnam, wrote that McCain "learned to fly at Pensacola, though his performance was below par, at best good enough to get by. He liked flying, but didn't love it."

    McCain III lost jet number one in 1958 when he plunged into Corpus Christi Bay while practicing landings. He was knocked unconscious by the impact coming to as the plane settled to the bottom.

    McCain's second crash occurred while he was deployed in the Mediterranean. "Flying too low over the Iberian Peninsula," Timberg wrote, "he took out some power lines which led to a spate of newspaper stories in which he was predictably identified as the son of an admiral."

    McCain's third crash three occurred when he was returning from flying a Navy trainer solo to Philadelphia for an Army-Navy football game.

    Timberg reported that McCain radioed, "I've got a flameout" and went through standard relight procedures three times before ejecting at one thousand feet. McCain landed on a deserted beach moments before the plane slammed into a clump of trees.

    McCain's fourth aircraft loss occurred July 29, 1967, soon after he was assigned to the USS Forrestal as an A-4 Skyhawk pilot. While seated in the cockpit of his aircraft waiting his turn for takeoff, an accidently fired rocket slammed into McCain's plane. He escaped from the burning aircraft, but the explosions that followed killed 134 sailors, destroyed at least 20 aircraft, and threatened to sink the ship.

    McCain's fifth loss happened during his 23rd mission over North Vietnam on Oct. 26, 1967, when McCain's A-4 Skyhawk was shot down by a surface-to-air missile. McCain ejected from the plane breaking both arms and a leg in the process and subsequently parachuted into Truc Bach Lake near Hanoi.

    After being drug from the lake, a mob gathered around McCain, spit on him, kicked him and stripped him of his clothing. He was bayoneted in his left foot and his shoulder crushed by a rifle butt. He was then transported to the Hoa Lo Prison, also known as the Hanoi Hilton.

    After being periodically slapped around for "three or four days" by his captors who wanted military information, McCain called for an officer on his fourth day of captivity. He told the officer, "O.K., I'll give you military information if you will take me to the hospital." -U.S. News and World Report, May 14, 1973 article written by former POW John McCain.

    "Demands for military information were accompanied by threats to terminate my medical treatment if I did not cooperate. Eventually, I gave them my ship's name and squadron number, and confirmed that my target had been the power plant." Page 193-194, Faith of My Fathers by John McCain.

    When the communist learned that McCain's father was Admiral John S. McCain, Jr., the soon-to-be commander of all U.S. Forces in the Pacific, he was rushed to Gai Lam military hospital (U.S. government documents), a medical facility normally unavailable for U.S. POWs.

    The communist Vietnamese figured, because POW McCain's father was of such high military rank, that he was of royalty or the governing circle. Thereafter the communist bragged that they had captured "the crown prince."

    For 23 combat missions (an estimated 20 hours over enemy territory), the U.S. Navy awarded McCain a Silver Star, a Legion of Merit for Valor, a Distinguished Flying Cross, three Bronze Stars, two Commendation medals plus two Purple Hearts and a dozen service medals.

    "McCain had roughly 20 hours in combat," explains Bill Bell, a veteran of Vietnam and former chief of the U.S. Office for POW/MIA Affairs -- the first official U.S. representative in Vietnam since the 1973 fall of Saigon. "Since McCain got 28 medals," Bell continues, "that equals out to about a medal-and-a-half for each hour he spent in combat.

    There were infantry guys -- grunts on the ground -- who had more than 7,000 hours in combat and I can tell you that there were times and situations where I'm sure a prison cell would have looked pretty good to them by comparison. The question really is how many guys got that number of medals for not being shot down."

    For years, McCain has been an unchecked master at manipulating an overly friendly and biased news media. The former POW turned Congressman, turned U.S. Senator, has managed to gloss over his failures as a pilot and collaborations with the enemy by exaggerating his military service and lying about his feats of heroism.

    McCain has sprouted a halo and wings to become America's POW-hero presidential candidate.


    SOURCE: http://www.democraticunderground.com...ss=132x5310122

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    Default McCain's Lucky Day July 29 1967

    Forrestal had departed Norfolk Virginia in early June 1967. Upon completion of the required inspections for the upcoming WESTPAC Cruise, she then went on to Brazil for a show of force. She then set sail around the horn of Africa, and went on to dock for a short while at Leyte Pier in the Philippine Islands before sailing to "Yankee Station" in the Gulf of Tonkin on 25 July. For four days in the gulf, aircraft of Attack Carrier Wing 17 flew about 150 missions against targets in North Vietnam.

    By 1967, the ongoing naval bombing campaign from Yankee Station represented by far the most intense and sustained air attack operation in the navy's history, with monthly demand for ("iron bombs") greatly exceeding new production.

    The on-hand supply of bombs had dwindled throughout 1966 and become critically low by 1967, particularly the new 1000-lb. Mark 83, which the navy greatly favored for its power-to-size ratio: a carrier-launched A4 Skyhawk, the navy's standard ground attack aircraft of the period, could carry either a single 2000-lb. bomb, or two 1000-lb. bombs, with the ability to strike two separate hardened targets in a single sortie being seen as more desirable in most circumstances.

    Until 1971, the US Airforce's primary ground attack aircraft in Vietnam was the much heavier land-based F-105 Thunderchief which could carry 2 2,000-lb. M118 bombs and 4 750-lb. M117 bombs (both of which had large stockpiles available) simultaneously on a single sortie, and thus did not need to rely as heavily on the limited supply of 1000-lb. bombs the way the navy did.

    In training, the damage control team specializing in on-deck firefighting for Forrestal (Damage Control Team #8, led by CPO Gerald Farrier) had been shown films of navy ordnance tests demonstrating how a 1000-lb bomb could be directly exposed to a jet fuel fire for full 10 minutes and still be extinguished and cooled without an explosive cook off.

    However, these tests were conducted using the new Mark83 1000 lb bombs which featured relatively stable Composition H6 explosive filler and thicker, heat-resistant cases compared to their predecessors; H6, which is still used in many types of naval ordnance due to its relative insensitivity to heat, shock and electricity, is also designed to deflagrate instead of detonate when it reaches its ignition point in a fire, either melting the case and producing no explosion at all or at most a subsonic low order detonation at a fraction of its normal power.

    The day before the accident (28 July), the Forrestal was resupplied with ordnance from the Ammunition ship USS Diamond Head. The load included 16 1000-lb. AN-M65A1 "fat boy" bombs (so nicknamed because of their short, rotund shape), which the Diamond Head had picked up from the Subic Bay Naval Base and were intended for the next day's second bombing sortie.

    The batch of AN-M65A1 "fat boys" the Forrestal received were surplus from World War II, having spent roughly three decades exposed to the heat and humidity of the Philippine jungles while improperly stored in open-air Quonset huts at a disused ammunition dump on the periphery of Subic Bay Naval Base.

    Unlike the thick-cased Mark 83 bombs filled with Composition H6, the AN-M65A1 bombs were thin-skinned and filled with Composition B, an older explosive with greater shock and heat sensitivity; Composition B also had the dangerous tendency to become more powerful (up to 50% by weight) and more sensitive if it was old or improperly stored.

    The Forrestal's ordnance handlers had never even seen an AN-M65A1 before, and to their shock the bombs delivered from the Diamond Head were in terrible condition; coated with "decades of accumulated rust and grime" and still in their original packing crates (now moldy and rotten), some were stamped with production dates as early as 1935. Most worryingly of all, several bombs were seen to be leaking liquid parrafin agent from their seams, an unmistakably dangerous sign the bomb's explosive filler had degenerated with excessive age and exposure to heat and moisture.

    According to A-4 Skyhawk pilot Lieutenant Rocky Pratt, the concern and objection induced in the Forrestal's ordnance handlers was striking, with many afraid to even handle the bombs; one officer wondered out loud if they would even survive the shock of a catapault assisted launch without spontaneously detonating, and others suggested they immediately jettison them into the sea.

    Since no one wanted to be responsible for scrubbing the next day's missions, the decision was made by the Forrestal's ordnance officers to report the situation up the chain of command to Captain John Beling and inform him the bombs were, in their assessment, an imminent danger to the ship and should not be kept on board.

    Faced with this, but still needing 1000-lb. bombs for the next day's missions, Beling demanded the Diamond Head take the AN-M65A1s back in exchange for new Mark 83s, but was told by the Diamond Head that they had none available to give him.

    The AN-M65A1 bombs had been returned to service specifically because there were not enough Mark 83s to go around. According to one crew-member on the Diamond Head, when they had arrived at Subic Bay to pick up their load of ordnance for the carriers, the base personnel who had prepared the AN-M65A1 bombs for transfer assumed the Diamond Head had been ordered to dump them at sea on the way back to Yankee Station; when notified that the bombs were actually destined for active service in the carrier fleet, the commanding officer of the naval ordnance detachment at Subic Bay was so shocked he initially refused the transfer, believing a paperwork mistake must have been made. At risk of delaying the Diamond Head's departure, he refused to sign the transfer forms until receiving written orders from CINCPAC on the teletype explicitly absolving his detachment of responsibility for their terrible condition.


    With orders to conduct strike missions over North Vietnam the next day and no replacement bombs available, Captain Beling reluctantly concluded he had no choice but to accept the AN-M65A1 bombs in their current condition. In one concession to the demands of the ordnance handlers, Beling did agree to store all 16 bombs alone on deck in the "bomb farm" area between the starboard rail and the carrier's island until they were loaded for the next day's missions; standard procedure would have been to store them in the ship's magazine with the other bombs (where an accidental detonation could easily destroy the entire ship).

    Fire

    At about 10:50 (local time) on 29 July, while preparations for the second strike of the day were being made, an unguided 5.0 in (127.0 mm) Mk32 Zuni rocket one of four contained in a LAU-10 underwing rocket pod mounted on an F4B Phantom II, accidentally fired due to an electrical power surge during the switch from external power to internal power. The surge and a missing rocket safety pin, which would have prevented the fail surge, as well as a decision to plug in the "pigtail" system early to increase the number of takeoffs from the carrier, allowed the rocket to launch. (see below)

    A drawing of the stern of Forrestal showing the spotting of aircraft at the time. Likely source of the Zuni was F-4 No. 110. White's and McCain's aircraft (A-4s No. 405 and 416, respectively) are in the right hand circle.

    The rocket flew across the flight deck, striking a wing-mounted external fuel tank on an A4E Skyhawk awaiting launch,[1] aircraft No. 405, piloted by LC Fred D. White.The Zuni Rocket's warhead safety mechanism prevented it from detonating, but the impact tore the tank off the wing and ignited the resulting spray of escaping JP5 fuel, causing an instantaneous conflagration. Within seconds, other external fuel tanks on White's aircraft overheated and ruptured, releasing more jet fuel to feed the flames, which began spreading along the flight deck.

    The impact of the Zuni had also dislodged two of the 1000-lb AN-M65 bombs, which fell to the deck and lay in the pool of burning fuel between White and McCain's aircraft. Damage Control Team #8 swung into action immediately, and Chief Gerald Farrier, recognizing the risk and without benefit of protective clothing, immediately smothered the bombs with a PKP fire extinguisher in an effort to knock down the fuel fire long enough to allow the pilots to escape.

    The pilots, still strapped into their aircraft, were immediately aware that a disaster was unfolding, but only some were able to escape in time. Lieutenant Commander John McCain pilot of A-4 Skyhawk side No. 416 next to White's was among the first to notice the flames and escaped by scrambling down the nose of his A-4 and jumping off the refueling probe shortly before the explosions began.

    Damage Control Team #8 had been assured of a 10 minute window in which to extinguish the fire and prevent the bombs from detonating, but the Composition B bombs proved to be just as unstable as the ordnance crews had initially feared; after only slightly more than 1 minute, despite Chief Farrier's constant efforts to cool the bombs, the casing of one suddenly split open and began to glow cherry red. The chief, recognizing a lethal cook-off was imminent, shouted for his team to withdraw, but the bomb detonated seconds later – a mere one minute and 36 seconds after the start of the fire.

    The detonation destroyed White and McCain's aircraft (along with their remaining fuel and armament), blew a crater in the armored flight deck, and sprayed the deck and crew with bomb fragments and burning fuel.

    Damage Control Team #8 took the brunt of the initial blast; Chief Farrier and all but three of his men were killed instantly; the survivors were critically injured. Lieutenant Commander White had managed to escape his burning aircraft but was unable to get far enough away in time; White was killed along with the firefighters in the first bomb explosion. In the tightly packed formation on the deck, the two nearest A-4s to White and McCain's (both fully fueled and bomb-laden) were heavily damaged and began to burn, causing the fire to spread and more bombs to quickly cook off.

    Lieutenant Commander Herbert A. Hope of VA-46 (and operations officer of CVW-17) was far enough away to survive the first explosion, and managed to escape by jumping out of the cockpit of his Skyhawk and rolling off the flight deck and into the starboard man-overboard net. Making his way down below to the hangar deck, he took command of a firefighting team.

    "The port quarter of the flight deck where I was", he recalled, "is no longer there."Two other pilots (Lieutenant Dennis M. Barton and Lieutenant Commander Gerry L. Stark) were also killed by explosions during this period, while the rest were able to escape their aircraft and get below.


    Nine bomb explosions eventually occurred on the flight deck, eight caused by the AN-M56 Composition B bombs cooking off under the heat of the fuel fires and the ninth occurring as a sympathetic detonation between an AN-M56 and a newer 500 lb M117 H6 bomb that it was lying next to on the deck. The other Composition H6-based bombs performed as designed and either burned on the deck or were jettisoned, but did not detonate under the heat of the fires.

    The explosions (several of which were estimated to up to 50% more powerful than a standard 1000 lb bomb due to the unintentionally-enhanced power of the badly degraded Composition B) tore large holes in the armored flight deck, causing flaming jet fuel to drain into the interior of the ship, including the living quarters directly underneath the flight deck, and the below-decks aircraft hangar.

    Sailors and marines controlled the flight deck fires by 1215, and continued to clear smoke and to cool hot steel on the 02 and 03 levels until all fires were under control by 1342. The fire was not declared defeated until 0400 the next morning, due to additional flare-ups.

    Throughout the day the ship’s medical staff worked in dangerous conditions to assist their comrades. HM2 Paul Streetman, one of 38 corpsmen assigned to the carrier, spent over 11 hours on the mangled flight deck tending to his shipmates. The large number of casualties quickly overwhelmed the ship’s sick bay staff, and the Forrestal was escorted by USS Henry W Tucker to rendezvous with hospital ship USS Repose at 2054, allowing the crew to begin transferring the dead and wounded at 2253.

    SOURCE: http://en.wikipedia.org/wiki/1967_USS_Forrestal_fire


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