Showing posts sorted by relevance for query AVE 4041. Sort by date Show all posts
Showing posts sorted by relevance for query AVE 4041. Sort by date Show all posts

Tuesday 7 June 2016

The positioning of the Lockerbie bomb

[What follows is the text of an article by Steve James that was published on WSWS.org on this date in 2000:]
Testimony in the trial of the two Libyans accused of blowing up Pan Am Flight 103 in 1988 has deepened speculation regarding the bomb's location in the airplane and exposed divisions among the original air accident investigators.
Last week, prosecution witnesses robustly defended their view that the bomb that brought down the Boeing 747 over the Scottish town of Lockerbie, killing 259 passengers and crew as well as 11 local residents, had been in luggage container AVE 4041. The prosecution maintains that the two Libyan defendants, Abdelbaset Ali Mohmed Al Megrahi and Al Amin Khalifa Fhimah, had loaded a suitcase containing the bomb onto a feeder flight in Malta, which was then transferred onto Flight 103 at Frankfurt. This scenario rests on the assumption that the bomb was located inside a suitcase. If it was not, then the prosecution's charges against the two Libyans is in danger of collapse
Peter Claydon, one of the Air Accident Investigation Bureau (AAIB) team looking into the disaster, explained that investigators came to the conclusion the bomb was in a suitcase after studying the pattern of damage to container AVE 4041 and the rest of the surrounding aircraft. Blast damage was most concentrated around the rear quarter of the container, beside the aircraft's hull. Claydon, pressed by the prosecution lawyers, stated several times that he was certain that the "event" took place inside the container. He disagreed with a defence suggestion that damage to the neighbouring container, AVN 7511PA, pointed to the blast occurring outside AVE 4041. He also stated that he thought the luggage item containing the explosive was not on the floor of the container, as the floor showed signs of having been protected from the direct effects of the blast by another piece of luggage. He explained how he found a tiny charred fragment of a circuit board lodged in the container's marker plate.
Claydon's testimony was followed by that of Ian Cullis, an explosives expert, and Christopher Peel, both from the UK's Defence Research Establishment (DERA). Their names do not appear on the list of contributors to the initial AAIB report. Cullis claimed that the sooting of the container remains, and pitting in both the fuselage and container, showed that the explosion had taken place inside the container. He said that deformations of the container floor again pointed to another piece of luggage having been forced into the floor by a blast above it. Peel, who has subsequently worked on a research project into the effects of small bombs on pressurised aircraft, narrated a video on the results of this work, which including exploding 450g of plastic explosive inside a Boeing 747. He claimed that using complex mathematical calculations, he could accurately place the bomb inside the luggage container.
Defence lawyer Richard Keen QC said to Peel, "You have not simply developed an analytical model, but gone back and altered your view of the facts in order to apply the analytical model."
Later, during three days of cross-examination, Peel admitted to Alan Turnbull QC that an earlier calculation put the bomb 17 inches from the aircraft hull, rather than the 24 inches currently suggested by Peel, and other analytical models suggested a distance of as little as 12 inches.
The three investigators' evidence directly contradicts analyses made by another prosecution witness, Edmund Bollier of MEBO AG, the Swiss electronics firm who manufactured the timer alleged to have triggered the explosion. Bollier has claimed in two reports that the bomb was attached directly to the aircraft's hull.
Bollier's claims were strengthened by the testimony of accident investigator Christopher Protheroe, who was a member of the AIIB team along with Claydon.
The 1990 report from the AAIB team [https://www.gov.uk/aaib-reports/2-1990-boeing-747-121-n739pa-21-december-1988] was quite clear in locating the bomb inside container AVE 4041, reassembled from fragments scattered around the Scottish countryside. But Protheroe admitted in court that there had been a significant mathematical error in the official report of the accident. According to his examination of the "Mach stem" effect used to calculate blast wave effects after an initial explosion, correct calculations would place the bomb 12 inches from the fuselage and therefore outside luggage container AVE 4041. After Protheroe's testimony the court adjourned so the remains of the shredded container could be assembled inside the courtroom.
The recent resignation of the head of Glasgow University's Lockerbie Trial Briefing Unit, Andrew Fulton, following his exposure as a long-standing MI6 operative points to the US and UK intelligence services maintaining an acute interest in Pan Am 103 from the moment it crashed until the present trial. The Briefing Unit was set up in late 1998 to provide "impartial" advice on the legal aspects of the Lockerbie trial and has been contacted by many representatives of the world's media. Fulton, a British diplomat for 30 years, had been MI6 station chief in Washington DC in his last position. He was appointed to the unit 18 months ago as a "visiting law professor", despite his complete lack of legal experience. He was placed in charge of press briefings and controlled the flow of information from the unit.

Friday 17 June 2011

Forensic report on the Lockerbie bombing

[This is the title of a long article by Dr J U Cameron published yesterday on John Cameron's Blog. It reads in part:]

One of the UK’s foremost criminal lawyers, Michael Mansfield has long warned against over-reliance on forensic evidence to secure convictions. He said “Forensic science is not immutable and the biggest mistake that anyone can make is to believe that its practioners are somehow beyond reproach. Some of the worst miscarriages of justice in British legal history have come from cases in which the forensic science was later shown to have been grossly misleading.” There is, in fact, a kind of “canteen culture” in forensic science which encourages officers to see themselves as part of the prosecuting team rather than investigators seeking the truth.

At first this did not seem to matter in the aftermath of the destruction Pan Am Flight 103 over Lockerbie. It was quickly established by air accident investigators that there had been an explosion in the forward cargo hold in the baggage container AVE 4041. Fragments of a Samsonite suitcase which appeared to have contained the bomb were recovered, together with parts of a Toshiba Bombeat radio cassette recorder in which the bomb had been concealed. There were also items of clothing which looked as if they had also been in the case. At this stage the forensic evidence appeared robust and no credible doubt has been raised in the years since the event that this was the method by which the plane was destroyed.

The police discovered that the baggage container AVE 4041 had been loaded with interline baggage at Heathrow. The baggage had been x-rayed by Sulkash Kamboj of Alert Security, an affiliate company of Pan Am. John Bedford, a loader-driver employed by Pan Am told police that he had placed a number of cases in the container before leaving for a tea break. When he returned he found an additional two cases had been added, one of which was a distinctive brown Samsonite case. Bedford said that Kamboj had told him he had added the two cases. When questioned by the police, Kamboj denied he had added the cases or told Bedford he had done so. This matter was only resolved at the trial when under cross examination Kamboj admitted that Bedford was telling the truth.

All the evidence at this stage pointed to the Popular Front for the Liberation of Palestine –General Command (PFLP-GC). Five weeks before Lockerbie, a PFLP-GC cell was apprehended in Germany. Haffez Dalkamoni, right-hand man to the group’s leader Ahmad Jibril, and the bomb-maker, Marwen Khreesat, were arrested while visiting electrical shops in Frankfurt. In the boot of Dalkamoni’s car was a Toshiba cassette recorder with Semtex moulded inside it, a simple time delay switch and a barometric switch. Under German police interrogation, Dalkamoni admitted he had supervised Khreesat when he built bombs into a Toshiba radio cassette player, two radio tuners and a TV monitor. He also admitted that Khreesat had built other bombs including a second Toshiba containing similar pressure switches but he claimed to have no knowledge of its whereabouts.

The involvement of the PFLP-GC was consistent with what was assumed at the time to be the motive for the Pan Am atrocity. In July 1988 Iran Air Flight 655, a passenger jet containing some 300 Iranian pilgrims, had been shot down over the Persian Gulf by the renegade US battlecruiser Vincennes. Not only did America refuse to apologize, the captain of the ship and his gunnery officer were decorated for their actions. This crass behaviour caused outrage within Iran and throughout the Middle East. Tehran Radio condemned the attack as an act of naked aggression and announced it would be avenged ‘in blood-splattered skies’.

Soon the US Air Force Command was issuing warnings to its civilian contractors: ‘We believe Iran will strike back in a tit for tat fashion with mass casualties.’ Later warnings were more specific: ‘We believe Europe is the likely target for a retaliatory attack due to the large concentration of Americans and the established terrorist infrastructures in place throughout Europe.’

Within weeks the CIA reported that Ahmad Jibril, the leader of the PFLP-GC had met government officials in Iran and offered his services. Interpol circulated warnings about the PFLP-GC bombs to all European airports. Heathrow Airport issued its own warning to security staff, stating that it was ‘imperative that when screening or searching radios, radio cassette players and other electrical equipment, staff remain extra vigilant’. After the arrest of the PFLP-GC cell Heathrow received more information, including photographs of the Toshiba bomb from the German authorities.

In the aftermath of Lockerbie, all the Toshiba cassette bombs seized by the Germans were tested and found to run for 30 minutes after they were set. The advantage of the barometric timer employed is that it is not activated until the plane is airborne so the bomb will not go off on the ground if the flight is delayed. Some seven or eight minutes will elapse as the aircraft gains height and the air pressure drops enough to activate a barometric timer set to go off 30 minutes later, i.e. 37 or 38 minutes after the flight took off. It was precisely 38 minutes after Pan Am Flight 103 took off from Heathrow on 21 December 1988 that it exploded over Lockerbie.

The clothing thought to have been in the suitcase with the bomb contained labels which allowed the items to be traced to a shop in Malta. A member of Dalkamoni’s cell, Abu Talb, who was then awaiting trial for separate offences in Sweden, was known to have visited Malta shortly before the atrocity. When first questioned the owner of the shop, Tony Gauci, described the purchaser of the clothes as a dark-skinned, 50 year old man over six feet in height – which fitted Abu Talb – and identified him from a photograph.

The US Defense Intelligence Agency (DIA) issued a memo on September 24th, 1989 which stated, “The bombing of the Pan Am flight was conceived, authorised and financed by Ali-Akbar Mohtashemi-Pur, Iran’s former interior minister. The execution of the operation was contracted to Ahmad Jibril, Popular Front for the Liberation of Palestine General Command leader, for a sum of $1m. $100,000 of this money was given to Jibril up front in Damascus by the Iranian ambassador to Syria, Muhammad Hussan Akhari for initial expenses. The remainder of the money was to be paid after successful completion of the mission.”

A DIA briefing in December 1989 entitled “Pan Am 103, Deadly Co-operation” confirmed the American belief that Iran was the state sponsor of the bombing. It claimed that the PFLP-GC was “fast becoming an Iranian proxy” and that the destruction of Pan Am flight 103 to avenge the shooting down of the Iran Air 655 airbus was the result of such Iranian and PFLP-GC co-operation. It specifically discounted Libya’s involvement in the bombing on the basis that there was “no current credible intelligence” implicating her. It stated: “Following a brief increase in anti-US terrorist attacks after the US airstrike on Libya in 1986, Gaddafi has made an effort to distance Libya from terrorist attacks.”

Then, in August 1990, Saddam Hussein invaded Kuwait thereby putting at risk the stability of the Saudi and Gulf sheikhdoms on which the West depended to preserve the status quo in the region. A sudden shift of alliances was necessary. If Iraq was to be confronted, then Iran had to be treated with kid gloves and the Syrian regime must be brought on board. At the beginning of 1991 Syrians joined Western troops in the attack on Saddam’s invading army and the increasingly isolated Colonel Gadaffi gradually became the chief suspect on the Lockerbie bombing.

As a result of the change in overall narrative and the fact that there had been absolutely no Libyan activity in London, interest in Heathrow as the scene of the bomb planting suddenly ceased. Now the Maltese connection became crucial. Heretofore it had simply been assumed the clothes were purchased at a Maltese tourist shop in preference to the more regulated shops of Frankfurt or London.

But there was a long standing connection between Malta and Libya which survived all the twists and turns of international diplomacy. In particular, it was one of the key conduits through which essential supplies could be transferred to Tripoli when Gaddafi’s behaviour had provoked yet another set of sanctions being imposed on his country.

The purchaser of the clothes in Tony Gauci’s shop in Malta now magically morphed from a non-Libyan giant in late middle age to a youthful, 5’ 7” tall Libyan in his mid-thirties. His name, it appeared was Abdelbaset al Megrahi, head of security for Libyan Airlines. Educated in the USA and Britain, he was also director of the Centre for Strategic Studies in Tripoli. A cosmopolitan figure with a wide range of international contacts it was rumoured that he was used by Libya to import essentials during periods of sanctions. The claim that he had suddenly changed into a terrorist bomber was met with derision at home and abroad. The idea that he and his colleague Khalifah Fhimah, the station manager for Libyan Arab Airlines at Luqa Airport in Malta, had somehow secreted an unaccompanied suit case onto flight KM180 was thought to be absurd.

The Maltese police also protested that this was a most unlikely scenario. They had questioned the senior airport baggage loader who was adamant that he always double-counted his luggage: once when it was finally gathered and again as it was physically loaded onto the plane. This extremely reliable official was absolutely certain that there were no unaccompanied cases in the luggage that he counted on to the flight. In fact, not only was there no evidence that the bomb had been put on board in Malta, but Air Malta had won a libel action in 1993 establishing that it was not!

The theory that the bomb entered the system in Malta as a piece of unaccompanied baggage and rattled around Europe before finding its way onto Pan Am 103 in London was widely ridiculed. The excellent screening at Frankfurt would have surely picked it up or, if not, it could well have been lost on the twilight zone of European baggage handling. But the greatest problem lay with the barometric trigger which would have caused flight KM180 to explode 38 minutes into the first leg to Frankfurt. This was the moment when the forensic scientists stepped up to the plate.

The two British scientists involved in the Lockerbie case were the Royal Armament Research and Development Establishment’s Alan Feraday and Thomas Hayes. Charred material found some weeks after the bombing in woods near Lockerbie in mysterious circumstances had been sent for analysis to explosives laboratory at Fort Halstead in Kent. According to his later testimony Hayes teased out the cloth of one piece of the material, later identified as the neckband of a grey Slalom-brand shirt. Within it he found fragments of white paper, fragments of black plastic, a fragment of metal and a fragment of wire mesh—all subsequently found to be parts of a Toshiba RT-SF 16 and its manual. Hayes testified that he also found embedded a half-inch fragment of circuit board.

The next reference to this famous circuit board fragment occurred when Alan Feraday sent a Polaroid photograph of it to the police officer leading the investigation, Detective Chief Inspector William Williamson, asking for help in identification. In June 1990, Feraday and DCI Williamson visited FBI headquarters in Washington and together with Thomas Thurman, an FBI explosives expert, finally identified the fragment as being part of a timer circuit board.

Thurman’s involvement in identifying the fragment later proved highly controversial because in spite of his claim to be an “explosives forensic expert” he had no formal scientific qualifications whatsoever. He read politics at university and had somehow drifted into the FBI Labs. Worse was to follow when in 1997 the US Inspector-General Michael Bromwich, issued a report stating that in other trials Thurman had “circumvented procedures and protocols, testified to areas of expertise that he had no qualifications and fabricated evidence”. Numerous defendants had to be released and Thurman was fortunate not to be prosecuted himself. He was fired from the FBI labs and banned from acting as an expert witness in any other court case.

Thurman could not therefore give evidence at the Lockerbie trial and the Crown’s case would be further damaged when the testimony of his UK counterpart, Alan Feraday, was called into question. In three separate cases — where Feraday had been the expert witness — men against whom he gave evidence have had their convictions overturned. Like Thurman, Feraday was not actually a professional scientist and in 2005, after yet another successful appeal, the Chief Lord Justice said that “under no circumstances should Feraday be allowed to present himself as an expert witness in electronics”.

By the time of the trial the career of Thomas Hayes was also over because a British Parliamentary inquiry had found he had conspired to withhold evidence in the notorious trial of the Maguire Seven. Sir John May had said, “The whole scientific basis on which the prosecution was founded was in truth so vitiated that on this basis alone the conviction should be set aside.” Hayes jumped before he was pushed and by the time of the trial was working as a chiropodist.

As the argument for a Maltese connection and Libyan involvement progressed the tiny fragment of circuit board became increasingly important. Thurman now “indentified” it as part of a batch made by the Swiss manufacturer Mebo for the Libyan military. This was not the simple design thought to have been used in the Pan Am 103 bombing but a complex type of long timer. Edwin Bollier later revealed that he declined an offer of $4 million by the FBI to testify that the fragment was indeed part of the Mebo MST-13 timer. Fortunately one of his employees, Ulrich Lumpert, was prevailed upon to do so at the trial though later, in a sworn affidavit, he would admit he had lied. The other co-owner of Mebo, Erwin Meister, confirmed that MST–13 timers had been sold to Libya and helpfully identified Megrahi as a “former business contact”.

All the ducks were finally in a line and the Anglo-American authorities indicted the two Libyan suspects in November 1991. Gaddafi was then ordered to extradite them for trial in either the United Kingdom or the United States. Since no bilateral extradition treaty was in force between any of the three countries, he refused to hand the men over but did offer to detain them for trial in Libya, as long as all the incriminating evidence was provided. The offer was unacceptable to the US and UK, and there was an impasse for the next three years.

In November 1994, President Nelson Mandela offered South Africaas a neutral venue for the trial but this was rejected by John Major. A further three years elapsed until Mandela’s offer was repeated to Major’s successor, Tony Blair, when the president visited London in July 1997 and again at the 1997 Commonwealth Heads of Government Meeting in Edinburgh in October 1997. At the latter meeting, Mandela warned that “no one nation should be complainant, prosecutor and judge” in the Lockerbie case.

A compromise solution was eventually engineered by the legal academic Professor Robert Black of Edinburgh University of a trial in the Netherlands governed by Scots law. Since this was in accordance with the New Labour government’s promotion of an “ethical” foreign policy, it was given political impetus by the then foreign secretary, Robin Cook. A special High Court of Justiciary was set up in a disused United States Air Force base called Camp Zeist in Utrecht.

In recent years no forensic-based case has caused greater concern than the Lockerbie trial and the prosecution has been widely accused of using the tactics of disinformation. The lead prosecutor was the highly controversial Lord Advocate, Colin (later Baron) Boyd who three years before had prosecuted DC McKie in another forensic disaster. The policewoman denied an accusation by Scottish Criminal Record Office (SCRO) fingerprint officers that she left her thumb print at a murder scene in January 1997. She was arrested in March 1998, charged with perjury but at her trial in May 1999 the SCRO fingerprint evidence was rejected out of hand and she was acquitted.

A senior Scottish police officer, James Mackay QPM, was appointed by the Crown Office to investigate the matter and he submitted his report to Boyd in October 2000. It found that the actions of the SCRO personnel amounted to 'collective manipulation and collusion' and four of them were immediately suspended by the SCRO. With the Lockerbie trial in full swing Boyd was obviously reluctant to prosecute the officers involved and to great public indignation he allowed them to be reinstated. It would clearly have damaged his fragile case in the Lockerbie trial to have four of Scotland’s forensic scientists prosecuted for covering up acts of criminality. The finger-print scandal was only resolved in 2006 when the policewoman was awarded £750,000 compensation and Boyd was rightly forced to resign as Lord Advocate.

There were profound inconsistencies in much of the evidence presented to the trial. For instance, the entry of the discovery of the timer fragment was recorded at widely different times by UK and German investigators. The German police files indicate that fragments of the bomb timer were found on the shirt in January 1990. So the shirt collar could hardly have been examined nor the items of evidence extracted on 12 May 1989 as was claimed by Hayes at the trial. German documents also contain photographs showing a piece of the shirt with most of the breast pocket undamaged but the images presented to the trial were different.

It is also disconcerting that an additional page was inserted into the evidence log detailing the discovery of the Slalom shirt with particles of the bomb timer on it. The record of the discovery was inserted into a loose-leaf folder with the five subsequent pages re-numbered by hand – a procedure for which the scientist could offer no explanation at the trial. The prosecution’s evidence looked at times like a co-coordinated effort to mislead the court. Yet the Judges helpfully concluded that the compromised evidence log did not matter because “each item that was examined had the date of examination incorporated into the notes.”

During the trial, MeBo engineer Ulrich Lumpert – whose evidence was crucial in connecting the famous fragment to the Libyan batch – caused consternation by adding that the fragment on display belonged to a timer that had never been connected to a relay, ie had not triggered a bomb. This claim could not be countered by the prosecution because Hayes had inexplicably not thought it necessary to test the tiny timer fragment for explosive residue. However, given their conduct of the trial it came as no surprise that the three Scottish judges were untroubled by what should have been a disaster for the prosecution.

The lead judge was the veteran Lord Sutherland accompanied by an inveterate tribunal chairman, Lord Coulsfield, and the sentencing and parole expert Lord MacLean. They admitted the uncertainties in the testimony and the dangers inherent in “selecting parts of the evidence which seem to fit together and ignoring parts which do not fit”. They also admitted it was possible they were “reading into a mass of conflicting evidence a pattern and conclusion which was not really justified” but ploughed on regardless.

In the end, the judges accepted that the absence of a credible explanation of how the suitcase was placed into the system at Luqa airport was “a major difficulty for the Crown case”. However they still managed to convince themselves that this was indeed what had happened. “When the evidence regarding the clothing, the purchaser and the timer is taken with the evidence that an unaccompanied bag was taken from KM180 to PA103A, the inference that that was the primary suitcase becomes, in our view, irresistible.” This statement was met with derision in Scotland and rightly dismissed as “inference piled upon inference”.

The judges further accepted that the PFLP-GC were also engaged in terrorist activities during the same period but found “no evidence from which we could infer that they were involved in this particular act of terrorism, and the evidence relating to their activities does not create a reasonable doubt in our minds about the Libyan origin of this crime.”

If most observers found this a very odd way of looking at the evidence, the final decisions of the judges provoked utter consternation. It appeared beyond any shadow of a doubt that the two accused were either both guilty or both not guilty but the Law Lords managed to find clear blue water between them. The judges were unanimous in finding the second accused, Lamin Khalifah Fhimah, not guilty of the murder charge. He was freed and he returned to Libya on 1 February 2001.

As for Abdelbaset al-Megrahi the judges said: “There is nothing in the evidence which leaves us with any reasonable doubt as to the guilt of the first accused, and accordingly we find him guilty of the remaining charge in the indictment.” Megrahi was sentenced to life imprisonment, with a recommendation that he should serve at least 20 years before being eligible for parole.

Huge doubts remain about the prosecution’s case and the Scottish Criminal Cases Review Commission (SCCRC) in 2007 found prima facie evidence of a miscarriage of justice. It is clear from their report that the unreliability of the prosecution’s key witness Tony Gauci was one of the main reasons for the referral of Megrahi’s case back to the Appeal Court. Gauci had been interviewed 17 times by Scottish and Maltese police during which he gave a series of inconclusive statements and there was evidence that leading questions had been put to him. Gauci was clearly not the “full shilling” as Lord Fraser, Scotland’s senior law officer during the investigation, had admitted. And yet he was not entirely stupid. The Americans paid him $2 million for his revised identification and he now resides in comfortable obscurity in Malta.

The review commission also discovered that the prosecution failed to disclose a document from a foreign power which confirmed beyond any shadow of a doubt that the bomb timer was supplied to countries other than Libya. This document, passed to the commission by the foreign power in question, contained considerable detail about the method used to conceal the bomb and linked it to the PFLP-GC, the first suspects in the investigation. Moreover, the Iranian defector Abolghasem Mesbahi, who provided intelligence for the Germans, had already told the prosecutors in 1996 that the bombing been ordered by Tehran, not Tripoli.

Scientists generally recommend selecting the competing hypothesis that makes the fewest assumptions. Known as Occam’s razor, we use it to cut out crazy, complicated constructions and to keep theories grounded in the laws of science. The Maltese evidence linking Megrahi to the atrocity is so fragile, so complex and so full of unsupported assumptions it depends almost totally upon the integrity of the forensic scientists. It is therefore unfortunate that it would be difficult to find three more disreputable practioners than Thurman, Hayes and Feraday. It should be a matter of deep concern that Megrahi is the only man convicted on the evidence of these three individuals whose conviction was not reversed on appeal.

There is also no credible evidence that the clothes from Tony Gauci’s shop found among the Lockerbie wreckage were really bought on the day stated in the trial. The sale seemed much more likely to have happened on a day when Abu Talb was on Malta and Megrahi definitely was not. It is also known that when the Swedish police arrested Abu Talb for a different terrorist offence they found some of the same batch of clothing in his flat in Uppsala. No explanation for that was forthcoming at the trial.

Finally, the behaviour of the chief prosecutor Colin Boyd, both in concealing the nefarious activity of his forensic scientists and withholding essential evidence from the defence, is utterly reprehensible. Together with lack of moral fiber shown by Lord Cullen and the Court of Criminal Appeal [at Megrahi's first appeal] it has left a permanent stain on the reputation of the entire Scottish legal system.

Tuesday 25 August 2015

The Heathrow baggage-handling evidence

[What follows is excerpted from the report of proceedings at the Lockerbie trial on 25 August 2000 published by the University of Glasgow’s Lockerbie Trial Briefing Unit:]

Mr [Sulkash] Kamboj, a security agent with Alert Management in 1988, based at Terminal 3 in Heathrow, gave evidence. In December 1988 he worked in the interline shed and was responsible for scanning the baggage from connecting flights other than Pan Am flights. In the interline shed was situated a scanning machine. After baggage had passed through the scanning machine a security tag was placed on the bag. The scanning machine was an x-ray which was black and white. Both airline and security workers were in the interline shed. The airline staff gave the baggage to the security staff for scanning. If the suitcase was destined for a Pan Am flight sometimes either Alert Security or Pan Am staff would take the bag off the belt. Following scanning the airline worker would put the bag into a container. There would normally be 2 staff members from Alert in the interline shed. 1 worker would watch the screen and the other placed a sticker on the bag. The witness said that Alert staff would sometimes place bags into containers if it was a quiet time or the airline worker was in the rest room or away, but this was not the normal routine. Mr Palmer was working in the interline shed with Mr Kamboj that day.

The witness did not remember Mr Bedford working in the interline shed that day. He remembered that a Pan Am flight was due to leave for New York that afternoon.  By late afternoon it was quiet in the interline shed. Mr Palmer and the witness finished at the same time. The witness was asked to accept that Mr Bedford was working that day and he then confirmed that it was Mr Bedford's job to load the Pan Am luggage that afternoon. The witness said it was possible that he had helped Mr Bedford by loading 2 bags but that he didn't remember. He accepted that if Mr Bedford said this he would accept it, but that the bags would have gone through the appropriate security procedures. Mr Kamboj confirmed that the luggage in the interline shed was from different airlines which were connecting to various flights.

The Advocate Depute [Alan Turnbull QC] asked if the scanning machine allowed the witness to see electrical items e.g., tape recorders or radios. The witness said it was hard to distinguish radios and tape recorders but that you could tell that there was an electrical item. It was not easy to identify a suspicious item using the machine. If an item looked normal no action would be taken. If abnormal it would be sent to the gate to be investigated. He also said it would be normal to see an electrical item every day.

In cross-examination Mr [Jack] Davidson [QC, for Fhimah] asked the witness if he recalled having a break that afternoon and on his return to the shed Mr Palmer left for the day. He said he did not. He confirmed it would be usual for a container to be loaded in the interline shed with bags bound for New York and then that container would meet the Frankfurt flight. Mr Davidson then asked if it was normal for the container to be taken first to baggage build up for some time before going to meet the Frankfurt flight. Mr Kamboj said he was not sure. He confirmed that the interline area was open and was not sure if it was locked at night. He could not recall if he was the last person to leave the interline shed that night. He confirmed that the bags reached the machine on a belt which started outside the shed and that he had not seen security there. He denied that he had been aware of the 'Toshiba Warning' before December 1988 or that he had been asked to look out for a fake Toshiba radio. He was asked again whether he ever loaded luggage onto a container. He said he remembered being interviewed by the police but did not recall what he said. A police interview on 6 January 1989 was referred to wherein the witness said that Mr Bedford had brought a metal tin into the interline shed to transport luggage for flight PA 103. He told the Police that he did not place any luggage in that tin. In a statement made to Police on 28 December 1988 the witness did not refer to putting any bag in the container on 21 December 1988 and stated that this would not be done as it was not part of his job. The Fatal Accident Inquiry transcript revealed that when giving evidence at that time, the witness said he would not have put bags into the tin container. Mr Davidson referred to the statement by the witness during the examination in chief by the Advocate Depute where he indicated that if Mr Bedford's account of 21 December included that he, Mr Kamboj placed 2 bags into container 4041 that he would accept this. This clearly contradicts statements given around the time of the disaster to the Police and the court at the Fatal Accident Inquiry.

Mr Kamboj did not recall what shift Mr Bedford worked that day or seeing the container leaving the shed. He did not recall being asked by Police officers how many bags came through Interline that day or how many were in Mr Bedford's container that day. Previous statements were referred to where the witness said he thought that there were 5 cases in Mr Bedford's container when he drove it away but that this was just a guess.

Mr Bill Taylor [QC, for Megrahi] , [in] cross-examination, referred to the lack of security at the interline shed which would have allowed anyone to drop a bag onto the belt which carried luggage into the shed to be x rayed. The witness accepted that this was the case. The witness stated that the information he gave to the police and the Fatal Accident Inquiry was truthful and accurate.

The judges asked Mr Kamboj if only Pan Am bags would come into the interline shed. The witness said that bags for all airlines would be carried on the same conveyor belt. Pan Am flights are identified by the Pan Am tag and these are picked off by the airline employees and sometimes security employees when they are beside the x-ray machine. Mr Kamboj said he did not remember seeing Mr Bedford leaving the shed with the container.

Mr [John] Bedford then gave evidence that bags were loaded by a company White onto the conveyor belt that carried them into the shed. A Pan Am employee would then take those bags bound for a Pan Am flight and give them to Alert Security staff to be x rayed. Some of the other airlines did x ray but this was not done by the Alert workers. The shed was reasonably quiet in the afternoon. The people who worked for Alert sometimes helped to identify which bags were bound for a Pan Am flight. Once x rayed the bags were put into containers and occasionally Alert staff helped to do this.  Flight 103 was the last Pan Am flight to be dealt with that day. By 2pm he was the only Pan Am employee in the shed. Messrs Kamboch and Palmer, Alert employees, were also there. The baggage for flight 103 was put into container 4041 but the witness cannot remember how many bags were put into the container and said it was a few rather than many. He told the court he loaded these bags into the back of the container, spine down with handle up.

After putting bags into the container that afternoon the witness said he went to Mr Walker's office, his supervisor who gave evidence yesterday, and had a cup of tea.  He left the container in the interline area for approximately half an hour while he was away. When he returned to the interline area the container had 2 more bags at the front of the container laying down. Mr Kamboj said that he had put these 2 bags in the container. The container was taken from the interline shed to the build up area to his supervisor Mr Walker. The witness said he expected that the container would be taken to the 103 inbound flight from Frankfurt, loaded up and then to the 103 outbound flight to New York. He said that on container AVE 4041 he filled out a record sheet on the side of the container with the flight number, the container number and the type of bags. The witness could not recall what he had entered for the type of bags. He said that the container was not full when it left the interline shed and he estimated there were 8 or 10 bags. He told the court that he had not placed any bags on top of the two bags at the front.

The judges asked Mr Bedford if a photograph, which is a production, showed his usual method of loading a container. He said that it did and from his recollection this is how the container was loaded on 21 December 1988. This photograph was taken on 9 January 1989 and shows Mr Bedford beside a container similar to 4041 containing luggage stacked the way he described 4041 having been stacked.

Mr Davidson referred to this photograph in his cross-examination of Mr Bedford. He put to the witness that the method of loading would vary and that the witness has no recollection of the precise number of bags put into container 4041. The witness accepted this and that no record of this was kept by either himself or the interline shed and recollection of such details would be difficult. Mr Davidson referred to 2 bags in the photograph being in the 'angle' area of the container (where it is believed the case containing the bomb was located). Mr Davidson asked how the witness could be so sure that he did not put any bags on top those at the front of the container. Mr Bedford said when he returned from tea with Mr Walker he took the container to baggage build up. Mr Bedford was unable to explain why Mr Kamboj had denied putting the cases into the container to Police Officers and the Fatal Accident Inquiry.

Mr Davidson referred to a police statement given on 9 January 1989 where Mr Bedford said that the bags at the front of the container were 2 Samsonite type suitcases one of which was brown and the other was of a similar colour.  Mr Bedford said he did not recall saying it but accepted that he did.

Thursday 19 November 2015

Airport compensation claims when bomb gets on plane

[What follows is excerpted from an article published yesterday on the Ahram Online website:]

Russian families may take legal action against Sharm El-Sheikh Airport if it is proven that poor security procedures led to the planting of a bomb which could have brought down a Russian airliner in October, James Healy-Pratt, specialist in airline disasters and aviation accidents, told Ahram Online.

Such legal action may take place “if there is evidence that the security screening services were negligent in permitting an explosive device onto the Metrojet aircraft,” the New York based attorney and aviation law arbitrator Healy-Pratt said.

Egypt’s prime minister said Tuesday that compensation by Egypt for the families is “out of the question,” given that the Egyptian investigative committee has not yet issued its final report.

Russia claimed on Tuesday that a bomb brought down the Russian airliner that crashed in central Sinai, killing all 224 people on board on 31 October, 214 Russian passengers, three Ukranian passengers, and seven crew members. (...)

Back in 1988, when Pan Am Flight 103 went down over Scotland by a bomb manufactured by Libyans spies, killing 259 passengers and 11 people on the ground, the then Libyan president [sic] Muammar Ghaddafi paid $10 million to every family of the victims. In 1990, The British Civil Aviation Authority had concluded that an explosive device brought the plane down. The compensation was paid in installments between 2004 and 2008.

[RB: A cynic might suspect that the likelihood of compensation claims against Heathrow Airport was one of the reasons why the Lockerbie investigation so speedily and blithely dismissed Heathrow as the airport of insertion of the bomb and instead concentrated all efforts on Luqa and Frankfurt. Thanks to Dr Morag Kerr’s Adequately Explained by Stupidity? - Lockerbie, Luggage and Lies, we now know that the bomb suitcase was already in AVE 4041, the relevant Pan Am 103 luggage container, at Heathrow before the feeder flight arrived from Frankfurt, allegedly containing a bag from Malta.]

Monday 16 January 2017

Closing submissions for Megrahi at Lockerbie trial

[What follows is the text of a report that was published on the BBC News website on this date in 2001:]

The bomb on board Pan Am flight 103 could have been put there by a "dupe", a defence lawyer has told the Lockerbie trial.

William Taylor, QC, suggested that an unwitting passenger may have been used by a terrorist group to put the device on the plane.

And he also suggested that it could have been planted at London's Heathrow Airport.

The defence advocate, who is acting on behalf of Abdelbaset Ali Mohmed Al Megrahi, was continuing his final arguments at the Scottish court in the Netherlands on Tuesday.

He said that a passenger could have been duped into taking the bag containing the bomb on board.

"The most obvious way for any suitcase to get on board is by passenger check-in," he said.

"The Crown have not proved that the improvised explosive device was not introduced by a passenger."

Mr Taylor said that Khaled Jaffar, one of the passengers who died in the disaster, was nervous and constantly looking around him at Frankfurt Airport prior to the flight.

"His demeanour could have been because he was given another bag to introduce at Frankfurt," he added.

Mr Taylor also dismissed the Crown's theory that an unaccompanied suitcase containing the bomb was placed on board an Air Malta flight at Luqa airport in Malta.

He said the suitcase had ended up in a luggage container close to the skin of the aircraft.

"The only airport where such control could be exercised was Heathrow," he said.

"The improvised explosive device did end up in the optimum position - either it was introduced at Heathrow or the position of the device was achieved by extraordinary chance."

Mr Taylor said a dramatic increase in security staff at Heathrow Airport in the wake of the disaster was testament to the "inadequacy of security" there before it happened.

The QC said three areas of Heathrow Airport could have been breached - an interline shed, the baggage build-up area and an area alongside Pan Am 103.

The court had heard that on the day of the disaster, some bags destined for Flight 103 were placed into the luggage container in the interline shed which stored bags from connecting flights.

This was left unattended at the baggage build-up area.

It was later taken to the tarmac where bags from Flight 103 from Frankfurt were loaded and the container was placed on the connecting aircraft bound for New York.

Mr Taylor described security at the interline shed as "inadequate" and said somebody could have placed a bag onto a conveyer belt which ran into the shed from the outside.

It was also left open and unattended overnight.

He said: "In the case of the interline area there was scope for a case to go into a container in error.

"This would make it easier for a case to be placed deliberately in a container such as AVE 4041 the container which held the case containing the bomb."

Mr Taylor also pointed out that the container was left unattended outside an office in the baggage build-up area for 40 minutes that day.

He said a label indicated the container's destination and flight number.

Mr Taylor described the identification of Mr Al Megrahi as the person who bought clothing, which was in the bomb suitcase, from a shop in Malta as unreliable.

Charred fragments of clothing found in the plane wreckage were traced back to witness Tony Gauci's shop.

Mr Taylor described his evidence as "utterly unreliable" and said talk of "resemblance" was worthless.

The judges are expected to adjourn the trial once the defence's closing submissons are completed and announce a date when they will deliver their verdict.

Wednesday 31 May 2017

Location of bomb suitcase

[What follows is the text of Glasgow University’s Lockerbie Trial Briefing Unit’s report of proceedings at Camp Zeist on 31 May 2000:]

The main evidence related to the location of the device said to have been located in the baggage container [AVE 4041]. Air accident investigators indicated that the container had been destroyed by a 'high energy event' - probably an explosion. The thrust of their evidence was that such a device could not have been on the container floor. The emphasis of defence cross-examination was that it was possible that any device could have been on the floor. The location of the device is crucial to the Crown case, as if the suitcase in which it was allegedly contained was on the floor, then it could not have been loaded in Malta.

The main Crown witness was Professor Christopher Peel, who had created a scientific model by which he claimed to be able to determine the exact size and location of the device. His evidence was challenged in two ways. First it was suggested that he had earlier espoused a different model and had changed his version of the facts to fit his new theory. His response was that he had not done so consciously, and that the model he ultimately applied was the most appropriate. Secondly, his calculations were the subject of a sustained assault with a view to suggesting he had fallen into error. He maintained that they were accurate.

It should be noted that it is quite common in criminal trials for counsel for the defence to attack the evidence of key experts for the Crown in terms of the soundness of the scientific basis for their theories, and/or the accuracy of the application of the scientific criteria to the facts.

Thursday 20 November 2014

It remains a mystery how Megrahi came to be convicted

[On this date in 2000, the Crown at Camp Zeist closed its case against Abdelbaset Megrahi and Lamin Fhima. In an article that I wrote at the time for The Lockerbie Trial website, I attempted to assess what the evidence led by the Crown might be held to establish:]

What could the Crown be held to have proved?

On the assumption that the witnesses who have so far given evidence which is favourable to the Crown case are accepted by the judges as being credible (ie honest and truthful) and reliable (ie accurate in their observation and recollection of events) and having regard to the matters that have been agreed between prosecution and defence in Joint Minutes, it is possible that the following might be held to have been provisionally established, always subject to any later contrary evidence which may be led by the defence.

1. That the seat of the explosion was in a particular Samsonite suitcase (which contained clothing manufactured in Malta and sold both there and elsewhere) at or near the bottom of a particular aluminium luggage container (AVE 4041).

2. That the bomb had been contained in a black Toshiba RTSF-16 cassette recorder.

3. That a fragment of circuit board from an MST-13 timer manufactured by MeBo AG formed part of the timing mechanism which detonated the bomb.

4. That MeBo AG supplied MST-13 timers to the Libyan army, and may have done so also to other customers such as the East German Ministerium fuer Staatssicherheit (Stasi).

5. That the first-named accused, Abdelbaset Ali Mohmed al-Megrahi, was a member of the Libyan intelligence services; was known to the owners of MeBo AG; was involved, in an official capacity, in obtaining for Libya electronic equipment (including timers) from MeBo; and that a company of which a Libyan intelligence operative was a principal for a time had office accommodation in the premises occupied by MeBo in Zurich.

6. That Megrahi possessed and used Libyan passports in false names.

7. That Megrahi, on occasion under the false name of Ahmed Khalifa Abdusamad, visited Malta on a number of occasions in 1988, including the night of 20/21 December.

8. That Megrahi arrived in Malta by air from Tripoli with a hard shelled brown suitcase at some point in the two or three weeks following 7 December 1988. [RB: This evidence came from Abdul Majid Giaka whose testimony on this and all other issues, except the structure and membership of the Libyan intelligence services, was ultimately held by the judges to be wholly lacking in credibility and rejected.]

9. That some weeks before 21 December 1988 a person who “resembled a lot” Megrahi, but who also “resembled a lot” Mohamed Abu Talb (a Crown witness named in the special defence of incrimination lodged by the defence) bought in Malta items of clothing that the Crown claims were in the suitcase that contained the bomb.

10. That in 1986 a conversation took place between Megrahi and Abdul Majid Giaka regarding the possibility of a piece of unaccompanied baggage being inserted onto a British aircraft at Malta. In the course of that conversation Megrahi used the words “Don't rush things.” [RB: This evidence, along with most of Giaka’s testimony, was ultimately rejected by the judges as wholly lacking in credibility.]

11. That the second-named accused, Al Amin Khalifa Fhima, travelled by air to Malta on 20 December 1988 and departed by air the following day.

12. That Fhima was then in possession of a permit (obtained when he was station manager for Libyan Arab Airlines) which allowed him access to airside at Luqa Airport.

13. That Fhima when he was station manager for LAA (which he ceased to be some time before the Lockerbie bombing) kept blocks of plastic explosive in his desk drawer at Luqa Airport. [RB: This evidence emanated from Giaka and was ultimately rejected by the judges as lacking in credibility.]

14. That a diary kept by Fhima contained entries for a date six days before the Lockerbie bombing referring (a) to the arrival of Megrahi in Malta from Zurich and (b) to getting tags from Air Malta.

15. That a piece of interline baggage arrived at the luggage station at Frankfurt Airport used for baggage destined for flight Pan Am 103A (the feeder flight to Heathrow) on 21 December 1988 at a time consistent with its having been offloaded from flight KM 180 from Malta.

16. That it would have been theoretically possible for a suitcase to be introduced into the interline baggage system at Luqa, although there is no documentary record of any such piece of baggage on Air Malta flight KM 180 to Frankfurt on 21 December 1988.

Apart from the consistency in timing referred to in paragraph 15 and the theoretical possibility mentioned in paragraph 16, no evidence has been led which could be held to establish that the Samsonite suitcase containing the bomb was launched on its fatal progress from Malta (as distinct from being directly loaded onto Pan Am 103 at Heathrow, or starting its journey at Frankfurt).

[RB: Having regard to the above and to the rejection by the court of the testimony of the mercenary fantasist Giaka, it remains a mystery to me how, at the end of the trial, Megrahi came to be convicted, particularly after the defence’s meteorological evidence established to the very highest degree of probability that the purchase of the clothing on Malta took place on a date on which Megrahi was not on the island.]

Friday 22 November 2013

Analysis of the evidence and what was missed or hidden and why

Dr Morag Kerr’s book Adequately Explained by Stupidity?
Lockerbie, Luggage and Lies will be available to buy on, or very shortly after, 10 December. Why not order it today from your bookshop or through the publisher’s website?

‘A remarkable piece of work, comprehensive in its analysis of the evidence and what was missed or hidden and why,’ says James Robertson.

‘I have had the immense privilege of proofing aspects of this book. It is, without question, nothing less than a work of genius. Amongst many other features studied, it conclusively demonstrates, via a highly detailed and scholarly analysis of the evidence relating to the luggage carried in the hold of Pan Am 103, how horrifically bungled the Lockerbie investigation was. Its implications are truly shocking. It is high time that executive powers in Scotland were brought to bear on the Police, Crown Office and forensic officials responsible for this outrageous scandal,’ says Justice for Megrahi’s secretary, Robert Forrester.

‘I have had the privilege of reading the typescript of this book. The evidence painstakingly uncovered and meticulously analysed by Dr Kerr leaves absolutely no room for doubt that the bomb suitcase was already on the Pan Am luggage container AVE 4041 before the feeder flight from Frankfurt arrived at Heathrow. The prosecution scenario (surprisingly swallowed by the trial court) of the bomb being in an unaccompanied bag sent from Malta via Frankfurt to Heathrow is utterly destroyed. Whoever was responsible for the bombing of Pan Am 103, Morag Kerr has conclusively demonstrated that it was not Abdelbaset al-Megrahi,’ say I.