Recorded Novem­ber 8, 2004
REALAUDIO

Intro­duc­tion: Flesh­ing out dis­cus­sion in FTR#’s 482, 483, this pro­gram fea­tures more infor­ma­tion from Daniel Hop­sicker, the author of Wel­come to Ter­ror­land: Mohamed Atta and the 9/11 Cover-up in Florida. Mr. Emory con­sid­ers this vol­ume to be one of the most impor­tant books about 9/11. Be sure to check out Daniel’s web­site. In addi­tion to fur­ther dis­cus­sion about the numer­ous evi­den­tiary trib­u­taries run­ning between the Iran/Contra scan­dal and the milieu in which the 9/11 hijack­ers oper­ated in Florida, the pro­gram details the extra­or­di­nary back­ground of the asso­ciates of Wally Hilliard, Rudi Dekkers and Arne Kruithof. Hilliard’s asso­ciate Mark Shu­bin has, as Mr. Emory says, more con­nec­tions than a switch­board, includ­ing con­nec­tions to Ken­neth Good, an asso­ciate of Neil Bush (the President’s brother) in the crim­i­nal activ­i­ties sur­round­ing the Sil­ver­ado Sav­ings and Loan in Col­orado. Much of the pro­gram cen­ters on the pro­found Ger­man links to the hijacker milieu in Florida, includ­ing Arne Kruithof’s asso­ci­a­tion with Pas­cal Schreier. Daniel notes that some of Atta’s Ger­man asso­ciates in Florida were the sons and daugh­ters of promi­nent Ger­man industrialists.

Pro­gram High­lights Include: The links of Kruithof’s part­ner Glenn Good­man to air units appar­ently involved in the Iran/Contra-related drug traf­fic; Jeb Bush’s endorse­ment of Dis­cover Air, one of Hilliard’s bogus air­lines; Pas­cal Schreier’s wife’s pur­chase of another of the strange avi­a­tion schools through which the 9/11 hijack­ers tran­sited; Jeb Bush’s role in the spir­it­ing away(to Wash­ing­ton, D.C.) of the Venice Police Department’s files on Rudi Dekkers; the remark­able story of Hilliard pilot P.J. Kahn—licensed to fly reg­u­larly into Havana, Cuba; alle­ga­tions that Rudi Dekkers is Ger­man, not Dutch; Dekkers asso­ciate Rick Boehlke’s work for a wealthy Ger­man indus­tri­al­ist named Folker, who was buy­ing up large amounts of prop­erty in the Pacific North­wes; Iran/Contra oper­a­tive Diet­rich Reinhardt’s busi­ness asso­ci­a­tion with Rudi Dekkers; the unusual cir­cum­stances sur­round­ing the crash of Arne Kruithof’s plane—it was com­pacted before the FAA could deter­mine the cause of the crash!.

1. The pro­gram begins by review­ing some of Wally Hilliard’s back­ground and, in par­tic­u­lar, his stew­ard­ship of Huff­man Avi­a­tion, the flight school through which sev­eral of the 9/11 hijack­ers infil­trated the United States. (The descrip­tions for FTR#’s 482, 483 con­tain mate­r­ial about some of Hilliard’s back­ground and activities.)

2. Fur­ther devel­op­ing the extra­or­di­nary, cloak-and-dagger milieu in which Hilliard oper­ated, the pro­gram sets forth the col­or­ful espi­onage back­ground of Hilliard asso­ciate Mark Shu­bin. “Mark Shu­bin was Hilliard’s busi­ness part­ner in a num­ber of air­planes, includ­ing a $35 mil­lion Gulf­stream. Shu­bin lived in Miami. We had heard a num­ber of dif­fer­ent sto­ries about him, each more lurid than the next. . . . The true story was that Shubin’s father was indeed a KGB Colonel impris­oned after being caught by his own gov­ern­ment spy­ing for the United States. He and his fam­ily, includ­ing young Mark, had been ‘traded out’ of Rus­sia in the spy exchange involv­ing Fran­cis Gary Pow­ers, the pilot of a U-2 shot down over Rus­sia in a famous inci­dent in 1960.”
(Wel­come to Ter­ror­land Mohamed Atta & the 9–11 Cover-Up in Florida; by Daniel Hop­sicker; Mad­cow Press [HC]; Copy­right 2004 by Daniel Hop­sicker; ISBN 0–9706591-6–4; pp. 262–264)

3. “After set­tling in Amer­ica, the KGB Colonel’s son grew up to become a CIA pilot fly­ing U-2’s over Rus­sia, where his native Russ­ian lan­guage skills proved use­ful. We were already well into spy lore, and we’d barely sat down. ‘Wally was manip­u­lated by some­body with a lot of power,’ said Mark Shu­bin. ‘He was black­mailed. Rudi was the one per­son who knew what was going on.’” (Ibid.; p. 264.)

4. “Shu­bin had quite a bit of busi­ness with Wally Hilliard, we learned. He had a com­pany, Sky Bus, Inc., whose planes were shared in com­mon with Hilliard’s Plane 1 Leas­ing to Sky Bus between March and August 2000. Plane 1 Leas­ing remained an ‘owner of sorts.’ Two of the planes that flowed from Hilliard’s Plane 1 Leas­ing, tail num­bers N11UN and N111UN, were listed as being owned by both Plane 1 Leas­ing and Sky Bus. We thought the ‘UN’ des­ig­na­tion on the tail num­ber might be a clue. We were right. We dis­cov­ered Shu­bin had estab­lished a com­pany called ‘Inter­na­tional Diplo­matic Courier Ser­vices,’ on August 28, 2001.” (Idem.)

5. “We asked an avi­a­tion busi­ness owner about the planes with ‘UN’ num­bers. Coy Jacob said the last let­ters in an ‘N’ num­ber are picked by the indi­vid­ual plane owner. So Shu­bin and Hilliard’s two planes either flew for the UN or were try­ing to look like they did. Then we rec­og­nized the name of another busi­ness part­ner of Shubin’s, a man who gained a bit of fame dur­ing the Sav­ings and Loan Scan­dal of a decade ago. Mark Shu­bin was in busi­ness with the noto­ri­ous Ken Good.” (Idem.)

6. Next, the pro­gram high­lights the activ­i­ties of one of Hilliard asso­ciate Mark Shubin’s partners—Ken Good. Good had been one of Neil Bush’s cronies in the Sil­ver­ado Sav­ings and Loan deba­cle. (For more about the Sil­ver­ado case, see—among other programs—Miscellaneous Archive Show M43—avail­able from Spit­fire, as well as FTR#249.) “Ken­neth Good was a big part of the Sil­ver­ado Sav­ings and Loan col­lapse. He was in busi­ness with Neil Bush. In fact, Ken Good had been so clearly a Bush fam­ily retainer that it strained credulity to think that Shubin—and Wally Hilliard—now were not sim­i­larly con­nected. In 1983, Neil Bush, Pres­i­dent George H.W. Bush’s son, and our cur­rent president’s brother, became part­ners in an oil ven­ture with Ken Good and William Wal­ters, a Den­ver devel­oper.” (Ibid.; pp. 264–265.)

7. “Two years later, Bush joined the board of Sil­ver­ado, a Den­ver S&L to which Wal­ters and Good already owed more than $100 mil­lion that was never to see the light of day again. Neil Bush received a $100,000 ‘gift’ from Good, as well as other major finan­cial assis­tance. Yet he was press­ing Silverado’s management—without men­tion­ing these favors—to let Good off the hook on his debts. There was no con­flict of inter­est. It was all just a coin­ci­dence.” (Ibid.; p. 265.)

8. “By the late sum­mer of 1988, exam­in­ers made ready to seize the com­pany. But then they got a phone call from the White House, accord­ing to TIME mag­a­zine. The elec­tion was too close; Silverado’s col­lapse would inevitably have spot­lighted the Repub­li­can candidate’s son, whose con­duct had cer­tainly been uneth­i­cal and pos­si­bly ille­gal. So the bank board’s seizure of Sil­ver­ado was delayed. When Sil­ver­ado finally col­lapsed, it cost U.S. tax­pay­ers over $1 bil­lion. But it hadn’t been anybody’s fault. . .” (Idem.)

9. “The Hous­ton Post’s Peter Brew­ton, who broke the CIA-Mob con­nec­tion to the Sav­ings and Loan Scan­dal, said Neil Bush’s Sil­ver­ado part­ners ‘all had con­nec­tions to indi­vid­u­als or S&L’s in Texas that did busi­ness with orga­nized crime fig­ures or CIA oper­a­tives. Good is one Sil­ver­ado bor­rower who got a large loan at a Texas S&L con­nected to (Her­man) Beebe, allegedly con­nected to the under­world.’ Her­man Beebe was an inti­mate, as they say, of New Orleans ‘Mafia King­fish,’ Car­los Mar­cello. So Ken Good hung with both the Bushes and the Mob. Ken Good cost Amer­i­cans over $132 mil­lion, just from loans from Sil­ver­ado.” (Idem.)

10. More about Good’s oper­a­tions with Shu­bin
and the extra­or­di­nary irreg­u­lar­i­ties that char­ac­ter­ized the busi­nesses through which Atta and asso­ciates infil­trated the United States. Again, note the numer­ous evi­den­tiary trib­u­taries run­ning in the direc­tion of the Iran-Contra affair. “ . . . Shu­bin and Good’s part­ner­ship seemed to share a lot in com­mon with Hilliard-Dekkers and Richard Boehlke’s. Good’s air­line, Express One Inter­na­tional, sup­plied both air­craft and crews to Sky Bus, the way Boehlke had for Dekkers and Hilliard. And Shubin’s Fort Laud­erdale based car­rier was soon-to-be-bankrupt, a fate which Atta’s Florida asso­ciates seem to face with an awful reg­u­lar­ity. Good’s Express One—drat the luck—will itself soon be bank­rupt, and in bank­ruptcy pro­ceed­ings the company’s lead­ing lessor will be revealed to be Finova Cap­i­tal, A Cana­dian com­pany ‘linked’ top the CIA, and which also financed Iran Contra-era pro­pri­etary air­lines like Richard Secord’s South­ern Air Trans­port.” (Ibid.; p. 266.)

11. The aura of inter­na­tional intrigue sur­round­ing Hilliard, Dekkers and com­pany is height­ened by dis­cus­sion of one of Hilliard’s pilots—Pakistani P.J. Kahn. “ . . . P.J. Kahn, we knew, had crashed one of Wally’s Lear jets in Sep­tem­ber of 2002, with eight doc­tors on board. All eight needed treat­ment. Other than that, he was a mys­tery, a Pak­istani national who had some­how ingra­ti­ated him­self with south­ern Florida’s movers and shak­ers. ‘Hilliard signed a con­tract with P.J. Kahn, who bought the old Air Florida Cer­tifi­cate,’ said an avi­a­tion observer. ‘P.J. Kahn moved in with Mr. Hilliard’s back­ing. He’s an Arab oper­a­tor with a license to fly (an air­line). Kahn’s got a con­tract with the U.S. Trea­sury For­eign Assets Con­trol to fly directly to Havana. He has spe­cial per­mis­sion as an autho­rized car­rier to fly direct to Havana.’ We were puz­zled. For­eign nation­als aren’t allowed to own U.S. air car­ri­ers. Also, U.S. air car­ri­ers aren’t sup­posed to be fly­ing to Havana. Puz­zle­ment turned to incredulity when we heard from sev­eral peo­ple that P.J. Kahn had dis­ap­peared. ‘I heard he has to flee the coun­try for some rea­son,’ shrugged an avi­a­tion insider in Naples, who would say no more.” (Ibid.; p. 267.)

12. In FTR#483, we exam­ined Hilliard’s and Dekkers’ Florida Air, an air­line that was still­born from a busi­ness stand­point. Despite the fact that it was appar­ently lit­tle more than a dummy com­pany, it received the endorse­ment of then Florida Sec­re­tary of State Kather­ine Har­ris, who presided over the theft of the 2000 Florida vote. Another of Hilliard’s bogus airlines—Discover Air—also received a celebrity endorse­ment from a big-name Florida politi­cian, Gov­er­nor Jeb Bush (another of the President’s broth­ers). “ . . . Hilliard’s lat­est ill-starred avi­a­tion enter­prise also offered com­muter ser­vice under the name Dis­cover Air. After not one ticket was sold on its inau­gural route, it went—almost immediately—out of busi­ness. Notwith­stand­ing this uniquely dis­mal record, for rea­sons unknown, Florida polit­i­cal lumi­nary Gov. Jeb Bush stepped for­ward to tour its facil­i­ties and praise its com­pletely un-praiseworthy man­age­ment.” (Ibid.; p. 328.)

13. Jeb Bush also was present when the FBI carted-off all of the Venice (Florida) police department’s files on Huff­man Avi­a­tion. “ . . . We wanted to know if Dekkers had any local ‘pri­ors.’ But it made Sergeant Marty Tre­anor sigh. Then he started to say some­thing, thought bet­ter of it, and sighed again. He said he couldn’t tell us if Dekkers had been in any trou­ble in Venice, because all of his files were gone. ‘Gone?’ ‘The FBI took all our files, every­thing. They loaded the files right out­side this win­dow,’ said Tre­anor, indi­cat­ing a park­ing lot out­side the sta­tion, ‘into two Ryder trucks, then drove them right onto a C-130 mil­i­tary cargo plane at the Sara­sota air­port, which took off for Wash­ing­ton with Jeb Bush aboard.’ We will come back to visit the ques­tion of the Gov­er­nor of Florida’s national secu­rity respon­si­bil­i­ties. The impor­tant point was that tak­ing files was a lot dif­fer­ent than copy­ing them. The FBI wasn’t tak­ing any chances.” (Ibid.; p. 31.)

14. Return­ing to a sub­ject cov­ered in—among other pro­grams—FTR#477, the broad­cast fleshes out Atta and company’s Ger­man con­nec­tions. Through­out the milieu through which the 9/11 hijack­ers infil­trated, one finds Ger­mans. Hilliard’s and Dekkers’ part­ner (in Florida Air) Rick Boehlke worked for a wealthy Ger­man indus­tri­al­ist who was buy­ing large amounts of prop­erty in the Pacific North­west. (It is worth not­ing in this regard that White Suprema­cists have long focused on the Pacific North­west as an area that could be turned into “an Aryan home­land.” Is it pos­si­ble that Boehlke’s Ger­man bene­fac­tor was involved with such a scheme? Note, also, that an acquain­tance of Dekkers alleged that he told her he was Ger­man, not Dutch. “Who had Rudi Dekkers and co. been work­ing for? We didn’t know any­one you could just walk up to and ask. We maybe got a clue from Mike Pick­ett, the avi­a­tion exec­u­tive who had watched Rick Boehlke with the same amaze­ment with which avi­a­tion pro­fes­sion­als in Florida watched Dekkers. ‘When Boehlke came in he was just a restau­ra­teur at the Gig Har­bor air­port,’ he said. ‘Then he became the Gen­eral Man­ager for a Ger­man named Folker, a Ger­man indus­tri­al­ist buy­ing up all the land in that area.’ [Ital­ics are Mr. Emory’s.] More Ger­mans. Jes­sica Daley, an attrac­tive air­line pro­fes­sional in her late twen­ties, worked for Rick Boehlke at Har­bor Air and later trans­ferred and worked for Rudi Dekkers at Florida Air. While Har­bor Air was going under, Boehlke told Jes­sica to fly down to Florida and see Rudi. ‘When I walked into his (Rudi’s) office he was yelling and scream­ing at peo­ple,’ she recalled. ‘He said, ‘Peo­ple call me a bas­tard Nazi because I’m loud and I’m Ger­man. And I’m very demand­ing.’ Dekkers told her he was Ger­man, not Dutch, Jes­sica said.” (Ibid.; pp. 233–234.)

15. Arne Kruithof—the other “Magic Dutch Boy” at whose schools many of the 9/11 hijack­ers trained—also had a Ger­man con­nec­tion. The pro­gram focuses on Kruithof’s Ger­man asso­ciate Pas­cal Schreier. Schreier and Kruithof had a busi­ness in Ger­many called “Avi­a­tion Aspi­ra­tions.” Author Hop­sicker spec­u­lates about the pos­si­ble role of Avi­a­tion Aspi­ra­tions in get­ting trainees from Europe to the U.S. “Spec­u­la­tion about [Arne] Kruithof cen­tered on his rela­tion­ship with Rudi Dekkers, and also to another part­ner, Pas­cal Schreier. A Ger­man national liv­ing in Munich, Schreier and Kruithof had a co-venture, called Avi­a­tion Aspi­ra­tions. Accord­ing to its lit­er­a­ture the com­pany pro­vided finan­cial assis­tance and a ‘Men­tor Pro­gramme.’ About their ‘men­tor­ing pro­gramme,’ the company’s lit­er­a­ture said: ‘The help is both finan­cial and prac­ti­cal. We now pro­vide one-to-one prac­ti­cal assis­tance from expe­ri­enced Pro­fes­sional Pilots (our Men­tors) whom we have estab­lished through­out the world.’ ‘Men­tor’ sounded a lot like ‘han­dler’ to us. Were we being too cyn­i­cal? French News­pa­per Le Monde had reported that Osama bin Laden’s brother Yeslam sent stu­dent pilots to Venice for train­ing. Noth­ing more about this mech­a­nism has sur­faced. Was Avi­a­tion Aspi­ra­tions the vehi­cle that had been used to insert Yeslam bin Laden’s pilots into the Venice flight schools?” (Ibid.; pp. 294–295.)

16. Schreier’s wife took over another of the highly unusual “flight schools” through which many of the hijack­ers passed. That school—Professional Aviation—was another of the schools at which Atta had enrolled. “Schreier’s job was recruit­ing flight stu­dents from his Munich base. Had he recruited in Ham­burg? We didn’t know. We did know that the company’s motto was ‘Bet­ter train­ing because we care.’ Who was Pas­cal Schre

ier, and why did he care? ‘Pas­cal Schreier has an infe­ri­or­ity com­plex.’ Venice Air­port insider Max Burge told us. ‘He’s 6’2” blond, good-looking, Ger­man, and you could see it in him. Rudi And Arne, too.’ We didn’t get to meet him, but we learned a few inter­est­ing tid­bits to share. ‘Pas­cal Schreier is mar­ried to a lady who took over the 135 School at Port Char­lotte,’ said one avi­a­tion source.” (Ibid.; p. 295.)

17. “Pascal’s wife, San­dra K. Hamouda, who was half-French and half-Tunisian, now owned the flight school in Punta Gorda once known as Pro­fes­sional Avi­a­tion, the one which went bank­rupt in Feb­ru­ary 2001, while Mohamed Atta and all those Tunisians were there. Now it appeared that they’d kept the school in the fam­ily.” (Idem.)

18. It appears that Schreier, Hilliard and Dekkers were also in busi­ness together. “Later, we learned that the new own­ers of Huff­man Avi­a­tion were from the largest flight school in the Nether­lands, which used to train up in Lake­land, Florida. It was near Rot­ter­dam, the city from which Arne Kruithof hailed. Pas­cal Schreier was also appar­ently involved with Wally and Rudi’s failed avi­a­tion ven­tures. The true name of their flop air­line, which flew as Florida Air, was Sun­rise Air­lines. And Pas­cal Schreier owned a com­pany called Florida Sun­rise with an address at the Venice Air­port. It was too close for coin­ci­dence.” (Idem.)

19. DANIEL REPEATS A POINT OF INFORMATION COVERED IN FTR#483—THAT DEKKERS, AN EGYPTIAN AND A NUMBER OF GERMANS WERE CONTINUING TO INFILTRATE THE UNITED STATES ILLEGALLY, THROUGH THE BAHAMAS. THEY ARE APPARENTLY TAKING JET AIRCRAFT TRAINING IN TENNESSEE.

20. DANIEL ALSO NOTES THAT SOME OF ATTA’S GERMAN ASSOCIATES IN FLORIDA WERE SONS AND DAUGHTERS OF PROMINENT GERMAN INDUSTRIALISTS. THIS WILL RING FAMILIAR TO THOSE MEMBERS OF THE AUDIENCE WHO ARE FAMILIAR WITH THE PARTICULARS OF THE BORMANN ORGANIZATION.

21. Sup­ple­ment­ing dis­cus­sion in FTR#483, the pro­gram sets forth the unusual cir­cum­stances sur­round­ing the crash of Kruithof’s plane. Recall that Dekkers was also in a near-fatal air crash at around the same time. Dekkers’ heli­copter went down when he was en route to a con­fronta­tion with Wally Hilliard over their busi­ness part­ner­ships. The wreck­age of Kruithof’s plane was com­pacted before the FAA could exam­ine it—a highly irreg­u­lar set of cir­cum­stances. “ . . . There were sus­pi­cious irreg­u­lar­i­ties in the offi­cial inves­ti­ga­tion into Kruithof’s plane crash that observers at the air­port said had never before hap­pened. With­out any find­ing on the cause of the crash. . . before inves­ti­ga­tors were even able to get a look at the downed the plane, the wreck­age was gone. Things like that weren’t sup­posed to hap­pen. ‘Even though the FAA hadn’t yet deter­mined the cause for the crash,’ said one shocked observer, ‘the plane was almost imme­di­ately dragged off to be com­pacted.’ He looked stunned. ‘That’s not just irreg­u­lar. It’s highly irreg­u­lar. We’re all kind of won­der­ing just what the hell’s going on.’” (Ibid.; pp. 293–294.)

22. Kruithof’s busi­ness part­ner Glenn Good­man was another of the highly inter­est­ing peo­ple in the Venice/Naples area. “ . . . Kruithof’s plane crash also threw a spot­light on the pilot of the downed plane, Glenn Good­man, the pilot at the con­trols of the downed Beech D-18. Good­man and Kruithof were part­ners in Arne’s flight school at the Venice Air­port, just like Rudi and Wally were in theirs. . .” (Ibid.; p. 295.)

23. “ . . . Kruithof and Good­man formed ‘Florida Flight Main­te­nance,’ in July of 2000, just as Mohamed Atta and Mar­wan began train­ing at the Venice Air­port. Good­man also owned a DC-3 that sat at the Venice Air­port for two years before being donated to an air museum in July, 2000, called the ‘Florida Mil­i­tary Avi­a­tion Museum.’ This was a major red flag. Donat­ing planes and then get­ting them back from air muse­ums is a ruse which has been used to pro­vide planes over the years to a rich and col­or­ful crop of elite deviants with intel­li­gence con­nec­tions.” (Idem.)

24. Once again, we find evi­den­tiary trib­u­taries run­ning in the direc­tion of the Iran/Contra scan­dal. “A mil­i­tary flight museum was the same venue used by the CIA in the past to ‘lib­er­ate’ mil­i­tary planes and heli­copters in var­i­ous sor­did para­mil­i­tary schemes. It was being used right next door in Char­lotte County, we remem­bered, to ‘re-assign’ 23 heli­copters to new bil­lets. Also trou­bling was the fact that as Goodman’s com­pany was closed invol­un­tar­ily by the State of Florida on Sep­tem­ber 21, 2001. Was it’s clo­sure 9/11-related? [Ital­ics are Mr. Emory’s.]” (Idem.)

25. “Known as N90079, Inc., the com­pany was named for the ‘N-Number’ of the business’s sole asset, the aging DC-3. Because the com­pany never filed an annual report, much about it remains a mys­tery. When we ran the plane’s reg­is­tra­tion, or ‘N’ num­ber, we dis­cov­ered that the plane’s col­or­ful his­tory has included long stints in exotic locales. It spent quite a bit of time, for exam­ple, back in the 80’s, in Manuel Noriega’s Panama. The DC-3 could be traced back to an infa­mous South Florida Cus­toms air­plane ‘bone yard,’ where ‘planes with check­ered pasts’ sit in a fenced stor­age yard, like the sis­ter ship to the famous C-123 shot down over Nicaragua in 1986 with Eugene Hasen­fus aboard. Prob­a­bly just a coin­ci­dence.” (Ibid.; p. 296.)

26. In FTR#’s 482, 483, we exam­ined the highly irreg­u­lar oper­a­tions out of Char­lotte County air­port. This pro­gram high­lights still more irreg­u­lar­i­ties around the Char­lotte air­port. Again, note that the milieu in which Jamie Hill and com­pany oper­ated is also con­nected to the milieu of the Iran-Contra affair. “ . . . Jamie Hill had been a tar­get of the Char­lotte County Sheriff’s inves­ti­ga­tion, we’d learned. ‘He’s got seven heli­copters sit­ting on his prop­erty today that don’t belong to him,’ one local law enforce­ment source stated. ‘He’s got mil­lions of dol­lars of air­craft parts with the num­bers filed out.’ Jamie Hill’s part­ner in the com­pany strongly sus­pected of hav­ing been a con­duit for the dis­ap­pear­ance of 23 heli­copters from the County Sheriff’s Air Wing turns out to be another noto­ri­ous covert oper­a­tive with a sig­nif­i­cant pres­ence at the Char­lotte County Air­port. Diet­rich Reinhardt’s name, which could have been lifted straight out of tran­scripts of the Iran Con­tra Hear­ings, had also been linked with Barry Seal’s infa­mous Mena, Arkansas cocaine smug­gling.” (Ibid.; p. 126.)

27. “We dis­cov­ered that one of Reinhardt’s com­pa­nies active at the Char­lotte County Air­port, Caribe Air, had been doing busi­ness with Rudi Dekkers’ Huff­man Avi­a­tion. Caribe Air was an espe­cially noto­ri­ous CIA pro­pri­etary whose past included ‘blem­ishes’ like hav­ing all its air­craft seized at Mena, Arkansas after gov­ern­ment pros­e­cu­tors accused the com­pany of using its planes to trans­port cocaine worth bil­lions of col­lars into the U.S.” (Ibid.; pp. 126–127.)

28. “It was begin­ning to feel like Old Home Week in Char­lotte County. Reinhardt—apparently not con­tent with the dis­tinc­tion of being busi­ness part­ners with a man sus­pected of mak­ing heli­copters disappear—was linked to the man who trained both pilots who crashed air­lin­ers into the Twin Tow­ers of the World Trade Cen­ter. Dekkers had had a ‘main­te­nance con­tract’ with Reinhardt’s com­pany. This is no doubt just another freak coin­ci­dence. Why would Diet­rich Rein­hardt know Rudi Dekkers? . . .” (Ibid.; p. 127.)

29. “Rein­hardt had also oper­ated the now-defunct St. Lucia Air­ways, referred to as a CIA pro­pri­etary com­pany in a Sen­ate intel­li­gence com­mit­tee report. Reports in The Wash­ing­ton Post linked St. Lucia planes to the deliv­ery of Hawk and TOW mis­siles to Tehran, Iran in
1985 and 1986 as part of the covert arms-for-hostages deal between the United States and Iran. But busy guys like Diet­rich are hard to get on the phone. The Post reported, ‘Attempts to reach Rein­hardt by tele­phone in Frank­furt, Ger­many, were unsuc­cess­ful. His tele­phone had been dis­con­nected.’ Was Diet­rich Rein­hardt Ger­man?” (Idem.)