Airline Buys Back $100m Capital, 5 Days after Jet Carrying Students Deemed 1300 kgs Too Heavy with 13 Passengers Offered Ticket Buy-Backs in Capital City
Overview
New Zealand’s aviation industry appears to be continuing a covert ‘tradition’ of encoding events with signals to communicate promises, threats and cautions among an Old Boys’ Network, the New Zealand Estalishment and their foreign counterparts. In this heretical dispatch, former Māori Television editor, Steve Snoopman tracks this creepy signalling with reference to the apparent practice of riffing off historical events, as well as the codifying of some events with the prime number 13.
Snoopman presents circumstantial evidence that key insiders telegraphed a capital buyback required cooperation from Air New Zealand’s majority shareholder, the Finance Minister, to stabilize the nation’s flagship airline amid the turbulence of engine maintenance. A low-grade war appears to have been inflicted since Erebus in 1979.
Key Findings: The apparent codified lesson of a flight out of the capital ladden with university students is that it appeared to telegraph that a capital buyback was in the pipeline. The reported event of overfuelling the aircraft seemed to be staged, to contrive an announced threat to the Luxon Cabinet, via the request that either 13 passengers would need to disembark with their baggage, or all of the baggage would be taken off the flight. As an apparent metaphor-laden event, this threat carried a potency since the hold up occurred on the date of February 15, which is the date of Air NZs’ first Antarctic Flight in 1977.
The airline flew 13 successful flights, until a doomed DC-10 collided with Mount Erebus on November 28 1979, killing all 257 people. Ergo, it would appear the airline’s baggage continues to haunt the keepers of the cover-up.
Dreamliners and Family Aircraft with Nightmare Maintenance Costs
Air New Zealand announced Thursday February 20, that it committed to a $100 million share-buy-back amid a turbulent profit drop, citing maintenance costs.
The share buy-back was construed as a mechanism to “return excess capital”.
Airline CEO Greg Foran warned of a challenging year ahead with ongoing maintenance costs of its Airbus A320neo family aircraft and its Dreamliner series.
Foran maintained a ‘straight face’, in spite of the aircraft descriptors lending a press conference air to a comparison to the language used by parents in dispute at Family Court hearings — once their relations become a nightmare with maintenance issues.
New Zealand’s flagship carrier Airbus neo are powered by Pratt & Whitney engines and Boeing 787 Dreamliner fleets with Rolls-Royce engines. Cue Secret City theme.
Curiously, Air New Zealand’s $100m share purchase of its stock occurred five days after an Air New Zealand flight from Wellington, to the southern City of Dunedin, was delayed due, it is alleged, to overfuelling. The Airbus A320neo ‘family aircraft’ are manufactured in Hamburg, and are marketed as having “unbeatable fuel efficiency”.
The passengers, who were departing on Saturday 15 February, from the nation’s capital, enroute to the city most-known for its university, were asked for 13 volunteers to disembark because the flight was said to be 1300 kilograms overweight.
The recruitment of 13 passengers to volunteer to assist with the weight loss work-around of 1300 kilograms, appears to be a ‘cute coincidence’ consistent with codified communications used by the Old Boy’s Network, who signal with this prime number.
The request came with a threat that unless 13 passengers disembarked, all baggage was to be left behind. Given the airline has unresolved baggage of its own, as I have explored in “45 Years Ago: Air Accident or Air Terrorism?”, this threat was curious.
After all, Rob Fyfe — who was CEO before Chris Luxon — was cast in the role of a baggage handler for a commercial titled “Nothing to Hide” that aired six months after an Air NZ A320 Airbus crashed into the Mediterranean off the coast of France. On the surface, the advert was a dig at Jetstar since Air NZ’s competitor charged extra for snacks, refreshments and any baggage, at a time when the natonal carrier was 73% state-owned and still on a financial life support share buyback program (or bailout) after the board signed off on buying Ansett Australia in 2000, which collapsed in 2001.
But, beneath the surface, the crash of the Air NZ Airbus occurred precisely one year ahead of the 30th anniversary. The cause of the crash of Flight 888T was determined to be ‘pilot error’, which was ironic since the body of the Airbus A320 had been repainted with Air New Zealand’s livery as part of a handover from a German charter firm XL Airways, who leased the jet. The paint crew used hoses instead of dry clothes to wipe off the paint dust. This ‘sloppiness’ interfered with the flight sensors. Like the ‘blunders’ that led to the crash of the Air New Zealand Flight TE901 into Mount Erebus on 28 November 1979, the crash of Flight 888T was ‘too stupid to be stupid’.
As I showed in “13 in the Numbers of Chris Luxon’s Career Path”, the prime number 13 and its multiples, are deployed in creepy communications, and signal solidarity, codify caution and telegraph objectives in plain site across ‘the news’. NZ’s Prime Minister, Chris Luxon, was CEO of Air NZ from 1 January 2013 to 25 September 2019.
After leaving Unilever, Luxon subsequently was named CEO of Air New Zealand in 2012 after 13 months with NZ’s flagship carrier. And on his watch as CEO, Air New Zealand owned 13 of the Boeing 787-9 Dreamliners. During his time as Air New Zealand Chief Executive Officer, Luxon was selected as the only New Zealander to attend Bill Gates’ exclusive Microsoft CEOs Summit, that number 130 global thought leaders. Luxon was also one of 13 people who sat around the table at an exclusive lodge called The Landing hired at $13,000 a night for Barack Obama, following a round of golf between John Key and Mr Obama at Kauri Cliffs. The Northland Age reported Mr Obama’s group of six were only visible from a public road at the 13th hole, and that Obama claimed in 2016 that his handicap was registered as 13. Luxon was also selected to be the first chairman of Jacinda Ardern’s Prime Minister’s inaugural 13-member Business Advisory Council in August 2018. Cue House of Cards theme tune.
Ergo, Luxon’s rise from brand marketer to prime minister was manufactured.
And when Chris Luxon attended a White House dinner for NATO’s 75th Anniversary Summit on 10 July 2024, he reportedly had introductions with 13 leaders. Poignantly, this NATO dinner occurred on the Rainbow Warrior Bombing 39th anniversary.
The French DGSE agents stayed three times in a motel unit owned by David Lange.
Every Prime Minister since Muldoon is Minister of National Security and Intelligence.
In September 2013, Air NZ’s stock soared following a buyback extension ahead of a then-proposed sell down of its 73 per cent stake in the airline to 51 per cent. In 2001, the Clark Coalition Government bailed out the airline, when Ansett Australia collapsed. Air NZ had purchased a 50 per cent stake for (NZ$611.6m) for a financially failing Australian airline, Ansett, from Rupert Murdoch’s Newscorp, in 2000. In June 2001, the value of Air NZ’s stake in Ansett was written-down by $1.3 billion. In that ‘too stupid to be stupid’ episode, the financially failing airline was ‘news’ to Air NZ’s board, since they seemed to have the financial acumen of NewsCorp’s news audiences.
Luxon’s Deputy is Nicola Willis, meaning that as the Finance Minister, she is the majority shareholder of Air New Zealand, since it is 52 percent state-owned.
Like in a deck of 52 cards, there are four royal houses comprised of 13 cards.
Thirteen has long been used for ‘procuring marriage agreements’ among the brotherhoods across the world. Amusingly, the meta-data from newsrooms in the Hindu provinces of India reveals the prevalence of bovine smuggling with the telltale numbers of 13 calves, cattle or cows trafficked, as dowry for weddings. In a few cases 13 culprits were caught, including 13 Hindu cops implicated in cattle smuggling ops.
In 2022, Rolls Royce boasted it had 13,000 engines in service around the world.
Luxon, and key elites in his orbit, all appear to know the significance that 13 signals.
Such power rituals create meta-data, revealing game theory moves applied to events.
The metadata of game theory applications is detectable in news events, not only because it is deployed by the apparatus of various national security states. But, also since its applications migrated to the corporate world, including banking.
Game theory was developed during the Cold War to stabilize the power structures of the Russian Empire and the American Empire. In their paper, “Resolving social conflicts through hostage posting: theoretical and empirical considerations”, Gideon Keren and Werner Raub noted that “tacit communications of threats and promises are two major message strategies used to influence the behaviours of others”. Being seen to advance the game with parallel, or mirrored moves, is a mechanism to construct stability and is predicated on a provisional promise to cooperate, if other players post hostages too. These rituals create data for criminal investigations into crime of power.
The ‘game’ implies punishments if defections occur instead of cooperation signalled as hosting postings, which can many forms. For example, posting directors on multiple corporate boards, cross-ownership of stocks, bonds and securities, and performative press conferences with symbol-laden numerical or metaphorical drops.
Such hostage exchanges work as vectors for the transmission of corruption, collusion and conspiracy, amid contrived ignorance performed by key players visible in metadata.
For instance, the grounding of the HMNZS Manawanui on a reef in Samoa occurred on the 13th anniversary of a container ship, MV Rena, striking rocks on October 5 2011. This followed deep cuts to the New Zealand Defence Forces’ budget in May by the Luxon Government. The new Luxon Administration cut the total defence budget by $1.49 billion, or 20%. Meanwhile, the Minister of Defence, Judith Collins was in the midst of a five-yearly Defence Review, for resourcing N.Z.’s Defence Forces.
The meta-conflict in the Manawanui Sinking appears to convey the defence budget is above the cabinet’s paygrade because New Zealand is in a process of police state formation, amid the ongoing Third Hundred Years’ War, which began around 1900.
As I pointed out in Uncanny Coincidences in Manwanui Sinking, Luxon’s cabinet appeared to have been served a ransom note to boost the Defence Budget.
Therefore, the request that either 13 passengers would need to disembark with their baggage, or all of the baggage would be taken off the flight — read like a ransom note.
The airline appears to have posted itself as hostage, and in the exchange it seems the major shareholder, the Minister of Finance, would need the Luxon Cabinet to agree to the share buyback at Monday’s Cabinet meeting. The reported event of overfuelling the aircraft seemed to be staged, to contrive this announced threat to agree to a capital buyback in the pipeline. The hostage posting infers cooperation on the next move.
The threat and caution in this apparent metaphor-laden event carried a potency since the hold up occurred on the date of February 15, which is the date of Air NZs’ first Antarctic Flight in 1977. The airline flew 13 successful flights, until a doomed DC-10 collided with Mount Erebus on November 28 1979, killing all 257 people. Ergo, it would appear the airline’s baggage continues to haunt the keepers of the cover-up.
It means the airline can be threatened by the Old Boys’ Network to get a dividend by other means, which appears to have happened. In their interim report, dated 20 February 2025, Air New Zealand states in its powerpoint-style investor presentation that distributions of excess capital can occur by “special dividends or share buybacks”.
In an interview with the New Zealand Herald, Air NZ chairwoman Dame Therese Walsh said, “Air New Zealand’s strong balance sheet, liquidity and financial discipline provides us with the flexibility to successfully manage the short-term challenges we face while also continuing to invest in our future and return capital to our shareholders,” chairwoman Dame Therese Walsh told the NZ Exchange (NZX). At the 40th anniversary of the ‘Erebus Disaster’, Walsh only apologized for the lack of duty of care in the aftermath, by treating the families and friends as enemies or as persona non grata entities, Ergo, the airline neither apologized for the more than 500 errors, inactions and omissions that led to the crash, nor did Walsh why Air NZ was so lax.
Foran told business reporter Madison Reidy that he hoped Kiwis would feel they have ownership in the airline. The NZ Herald noted the airline is 52% taxpayer owned.
Poignantly, when Christopher Luxon announced his resignation as CEO of Air New Zealand on 19 June 2019, or precisely seven years to the day after he was named the airline’s chief executive officer. Luxon opined that a mixture of public and private sector ownership of an airline meant it was possible to benefit from the best of both worlds. Ergo, the Old Boys’ Network gets their dividend payout as a share buyback, while ‘Kiwis’ get to feel they have ownership in the airline. Coercion pays, it seems.
Air New Zealand’s Erebus Baggage
The February 15 overweight event in the capital five days ahead of the airline announcing a $100 million capital buy-back, appears to have been staged.
Curiously, five years prior, on 15 February 2019, a brand new Air NZ-owned A321neo (ZK-NND) turned back over Eastern Turkey nearly 4 hours into its delivery flight and returned to Hamburg Finkenwerder factory. The overflight clearance paperwork for the Air New Zealand Boeing 787-9 to fly over Iran had not been processed.
This turn-around event followed another one on February 9 2019, when Chinese authorities turned away an Air NZ plane because the flight log triggered geopolitical sensitivities. The flight enroute to Shanghai, listed Taipei Airport as Taiwan territory.
The date of 15 February is a potent one in Air New Zealand history, for it is on that day in 1977 the airline commenced flights to Antarctica. After 13 successful flights to the south polar region, an Air New Zealand DC-10 smashed into Mount Erebus.
The charged potency heightens with reference to the Antarctic Flights’ start date.
The day 15 February in 1882 is a well-known moment in the plucky South Pacific archipelago’s history as a colony of the Second Masonic British Empire (1815-1918).
On 15 February 1882, the Gear Meat Preserving and Freezing Company of New Zealand Ltd, Lambton Quay, exported the first shipment of frozen meat by sea.
Snoop-neurons lit up reading of this historic tale. While en route from Port Chalmers to Britain, the Dunedin’s Captain almost froze to death in the ship’s hold while sawing extra holes to improve air circulation, as the vessel was becalmed in the sunny tropics.
Gear Meat Preserving and Freezing Company boasted that they operated with a Letters Patent from his Royal Highness the Duke of Edinburgh, Prince Alfred.
Therefore, there appears to be symbol sorcery encoded into the doomed flight, TE-901.
Since the first frozen meat shipment left New Zealand on 15 February 1882, it could be said that the first Air New Zealand live meat flight to Antarctica occurred in 1977.
After all, the charged potency heightens when the historical reference to the Antarctic Flights’ start date, is recalled. The first Antarctica Flights marketed by Air New Zealand took place on 15 February 1977. Since the day 15 February in 1882 became a date of national pride for nailing the world’s exported frozen meat shipment by sea, it would appear the inaugural Air New Zealand TE901 flight takes on a new spookiness.
Ergo, the airline had been transformed into a meat preserving and freezing company.
Moreover, on the 29th Anniversary of the Mount Erebus Disaster, an Air New Zealand-owned Airbus A320 crashed into the Mediterranean Sea off the coast of Perpignan, France. The sudden demise of the Flight 888T was uncanny not only because it occurred one year ahead of the 30th anniversary; a delicate matter. This crash occurred barely a fortnight after John Key was elected Prime Minister, on 10 November 2008.
The ‘coincidental’ crash appeared to telegraph caution. Cue Yes Minister theme tune.
And therefore, it follows by the same dark brutal logic that the first Air New Zealand Antarctic frozen meat flight took place on 28 November 1979. And, 29 years later to the day in 2008, the first Air New Zealand mediterranean shark meat flight occurred.
If my thesis is correct, on the night of November 28 1979 a coup d’état occurred.
The date of fatal flights’ TE901 and 888T carry historic potency as well. On 28th November 1910, the Terra Nova sailed from Port Chalmers. It would be Captain Robert Falcon Scott’s last Antarctic expedition. The ship’s name also carries potency.
Scott’s party of five died on the return journey from the pole; some of their bodies, journals, and photographs were found by a search party eight months later.
The degree of Scott’s personal culpability and, more recently, the culpability of certain expedition members, remains controversial. Mount Terra Nova, on Ross Island, lays halfway between Mount Erebus and Mount Terror, that were named after two British Royal Navy’s bomb ships, HMS Erebus and HMS Terror, and that had been refitted for exploration, and become entangled on March the 13th 1842 in an Antarctic storm.
Therefore, the maritime-aviation navigation metaphor imbued in the date, November 28, carries potency. After all, the degree of Captain Jim Collins’s personal culpability in the crash of Flight 901 remains controversial, while the degree of the Air New Zealand navigation section’s culpability, in particular, was rescued by Superintendant Brian Wilkinson, who shut down the police investigation without any prosecutions.
Moreover, the demise of Flight 888T off the coast of France remains controversial.
If the possibility of deliberate historical riffing seems too ‘Doctor Evil’ and that such mechanisms to signal authorship, narrative, scapegoats, to warn, telegraph trajectory and to convey psychotic humour — would all be known to political science professors, muckraking journalists and authorities with prosecution powers, recall that Justice Mahon’s report was not tabled in NZ’s Parliament until nearly 20 years after the crash.
While his report did not touch upon the apparent historical riffs that I detect, it’s critical to recall the cover-up continued with the subsequent snuffed police probe.
Mahon believed the reason for Muldoon’s release of the ‘Chippendale Report’ — only a fortnight out from the commencement of the Royal Commission — was that the move was an attempt to protect the airline, the regulator and the Government from political attack, if the blame for the crash could be solely pinned on the aircrew.
But, remember how Mahon finished his report stating that he believed there had been a deliberate concealment of the misleading flight plan when it was transmitted to McMurdo Station? Mahon inferred someone wanted the DC-10 to crash into Erebus.
He left the door open to the possibility that the crash was a takedown.
And remember the Airbus A320 Flight 888T owned by Air New Zealand, that crashed into the Mediterranean Sea off the coast of Perpignan, France, on the 29th anniversary of the Erebus crash? This doomed flight was a handover test, or ‘acceptance flight’, on 28 November 2008 (New Zealand Daylight Time). The airbus had been leased to a German charter firm XL Airways, and had just been repainted.
This crash occurred barely a fortnight after John Key was elected Prime Minister, on 10 November 2008. Perhaps, the ‘coincidental’ crash telegraphed caution.
The demise of Airbus A320 Flight 888T off the coast of France was uncanny, not only because it occurred one year ahead of the 30th anniversary; a delicate matter.
The irony deepened in 2009, when Air New Zealand launched an ad campaign, titled ‘Nothing to Hide’, featuring airline staff posing nude, with bodypaint costumes, including the chief executive, Rob Fyfe, who played a baggage handler. Ergo, the Air New Zealand CEO would act like the airline had nothing to hide at the 30th anniversary and perform a limp-wristed apology to script. Cue the Scooby Doo theme tune.
Where Fyfe’s body was painted to cast him as a baggage handler ahead of the 30th anniversary of Erebus, Ron Chippendale’s body got mangled while out on his morning walk on February 12 2008. Chippendale was run down by an out-of control car. The police appeared to believe the driver was at fault, but didn’t seem to consider if the car was hacked and directed by remote control to plough into the former air inspector.
Ergo, the possibility that a metaphor-laden assassination to frame the blame, in effect, as ‘auto-pilot error’, appeared to be ruled out due to an apparent lack of imagination.
In his dispatch, “45 Years Ago: Air Accident or Air Terrorism?”, Snoopman re-examined the crash of an Air New Zealand DC-10 in Antarctica in 1979, as a possible coup d’état designed to threaten the Establishment to move bureaucratic mountains for an envisaged trans-corporate heist of the economy. This was based on a lengthier piece, “Into the Erebus Abyss — Air New Zealand Flight TE901 Rabbit Hole Redux” which was part 2 of a series “Terror Archipelago Down Under?” exploring the circumstantial evidence of 13 crises that all had the hallmarks of being staged crisis.
My findings suggest that behind closed doors, key players in the national security state either meet with key officials of the new government or they talk via secure phonelines, to communicate that a coup has been inflicted to achieve certain aims.
In my ‘second look’ at the Erebus Crash, I explored the possibility that the crash was a take-down, as a spectacular coup d’état plan potentially orchestrated by the Deutsche Verteidigungs Dienst (DVD) — a secret intelligence agency within Germany’s military — at Dachau, near Munich. Evidently, the DVD was developed as a specialist air terrorism division in the aftermath of World War II — because West Germany was prevented from possessing the new weapon of terror: nuclear bombs.
In his book, Spyhunter: The Secret History of German Intelligence, Michael Shrimpton argued that a small German intelligence ring stationed in Wellington had penetrated N.Z’.s state bureaucracy. Shrimpton says West German military intelligence penetrated the CIA and MI6, and had been carrying out industrial espionage, sabotage, and air terrorism to financially attack jet manufacturers, airliners and state treasuries in an undeclared war targetting civilians. The DVD was set up by spymaster Admiral Wilhelm Canaris and General Leutnant Erwin von Lahousenin, in 1943 to 1944.
Erebus Commissioner Peter Mahon suspected someone wanted the DC-10 to crash.
Indeed, Mahon wrote in his report that he totally rejected numerous claims about errors. For instance, he rejected the assertion that “the misleading flight plan radioed to McMurdo on the morning of the fatal flight was not deliberate, but the result of yet another computer mistake”, as Navigation Section witnesses tried to persuade him.
Poignantly, Captain Ian Gemmell was the pilot of the first Antarctica Flights marketed by Air New Zealand, which took place on 15 February 1977.
After the crash, Gemmell was a key player in the damage control that set like cement.
Gemmell secured special permission to go to Mount Erebus with the Chief Inspector of Air Accidents, Ron Chippendale — meaning Air New Zealand’s chief pilot had access to a crime scene. Incredibly, the Civil Aviation Division had allowed Gemmell to canvas the crash scene at Mt Erebus, and to have access to the exhibits collected at McMurdo, despite Air New Zealand’s Chief Pilot having an obvious vested interest in limiting damage to the airline. Gemmell was the key architect of the Antarctic Flights.
Justice Mahon compared Captain Gemmell to German Commander Field Marshall Erich von Manstein, who was tried at Nuremberg for failing to protect civilian lives.
Mahon described von Manstein as “probably the most brilliant army commander of the [20th] century.” For example, von Manstein countered an anticipated Allied invasion through the Netherlands, by devising an innovative operation to invade France — later known as the Sichelschnitt (“sickle cut”) — leading a swift armoured offensive via the Ardennes Forest in June 1940, rapidly driving to the English Channel, to cut off the French and Allied armies in Belgium and Flanders.
Von Manstein ‘flew’ over the heads of the German high command and gained approval for his plan directly from the Führer of Germany (1933–45), Adolf Hitler.
Gemmell is an old Bavarian clan-name. Mahon observed his “iron composure”.
The Royal Commissioner heard from Gemmell that the accident would not have happened if the pilots had maintained minimum safe altitude of 16,000 ft. Mahon stated that this inbuilt logic ‘assumed’ the pilots were aware they were headed toward a mountain, rather than over the flat sea ice that all the previous flights had followed since the course was altered in 1978. By this logic, the pilots were suicidal. Gemmell dismissed the altered flight coordinates and the failure to tell the crew, as virtually irrelevant issues. His viewpoint was consistent with the narratives of the Airline, the Civil Aviation Authority, and its Chief Inspector of Air Accidents, ‘Mr Chips’.
The collision of Air New Zealand Flight TE901 on November 28 1979 looked, slinked and smelt like air terrorism inflicted to not only scare New Zealand’s ruling families to get on board with the envisaged corporate heist of the economy. Cue Gliding On theme.
It may also have been inflicted to act as a talisman to the Western Élites attuned to such symbol sorcery, to move bureaucratic mountains for the forging of a global super economy, or more mountains could be moved in front of flight crews — any time.
The horrific news made world headlines as the fourth worst civilian air disaster at the time. And that the crash happened in Antarctica on the slopes of an active volcano named after the Greek myth — to denote the caverns on the way to Hades, or Hell — made the crash all the more eerie. The wreckage remains as an eerie talisman on Mount Erebus, while swathes of New Zealanders still suffer from symbol illiteracy.
In “Terror Archipelago Down Under”, I argued New Zealand appears to have been subjected to a low-grade war starting with the ‘Mount Erebus Disaster’.
It would take until the 40th anniversary at the end of 2019, for a New Zealand Prime Minister, Jacinda Ardern, to perform an apology ritual over the Government’s dimissal of the Royal Commission’s findings of culpability at Air New Zealand and at the Ministry of Transport’s Civil Aviation Division. Ardern’s apology was empty, and can be unbraided by comparing the Royal Commission into the Christchurch Moques Massacre of March 15 2019. Where Supreme Court Justice Peter Mahon’s Erebus Commission was an earnest attempt to undercover the truth, Sir Robert Young’s inquiry was not. On Ardern’s watch, the inquiry’s scope was limited to the response of just one Government agency: Parliamentary Services, and their Security Team.
New Zealand’s Prime Minister, Jacinda Ardern, had become very familiar with the wide-ranging Royal Commission into the ‘Erebus Disaster’, ostensibly in preparation for the 40th anniversary of an Air NZ DC-10 crashing on Mount Erebus, Ross Island, Antarctica in 1979. Ardern read all the documents. This familiarity meant Ms Ardern, as the Minister of National Security and Intelligence, knew how to control probes.
The various reports do not examine together all the exercises occurring on the day that drew resources away from the shooter, caused confusion and likely provided cover for the terrorist team to carry out the mass shooting. As I have shown in my Darkest Day Deception series, the convicted terrorist Brenton Harrison Tarrant looked like he had help on the ground. A further curious pattern is considered with the comparison between the uncanny coincidences of the attacks’ meta-data to the 74th chapter of Islam’s Holy Book, The Koran (Quran), entitled “Al-Muddathir” (The Cloaked One). The events prior to, during and after the shooting at Al Noor Mosque appeared to unfold in metaphorical reference to Chapter 74th of The Koran.
Moreover, the massacres at two mosques occurred on the 74th day of 2019, after a 74-page manifesto was sent to Prime Minister Jacinda Ardern eight minutes before shooting started. The attacks unfolded with uncanny coincidences to the 74th chapter of Islam’s Holy Book, The Koran (Quran), entitled “Al-Muddathir” (The Cloaked One).
This ‘darkest day’ of 2019, was not only the anniversary of Julius Caesar’s assassination. But also, March 15 2019 was the 42nd anniversary of Muldoon’s secret approval to establish the Government Communications Security Bureau (GCSB).
Ergo, Muldoon secretly greenlighted the establishment of the GCSB precisely once month after Air New Zealand flew the first of 13 successful flights to Antarctica.
Therefore, it was potent that precisely 40 years later, on 15 February 2019, a brand new Air New Zealand-owned A321neo (ZK-NND) was turned back to Hamburg, Germany, because the aircraft did not have permission to fly over the Islamic Republic of Iran.
It appears that this failed Air New Zealand ‘delivery test flight’ was contrived to fail, to signal a threat and a promise to New Zealand’s national security state and other establishment insiders to go ahead with the mass shooting plot, and also perhaps to signal caution about the paper trail, including bookings for covers and their stories.
It may have also signalled a threat and caution to stay on script at the Erebus Anniversary. In Darkest Day Deception, I argued that a full restoration of N.Z.’s security alliance with the U.S.-NATO Military Empire — under a Labour-led Government in the 33rd year after the 1985 Rainbow Warrior Bombing — appears to have also signalled to the Global Élites that a dark world reset was on the horizon.
Thus, when in late November of 2019, Ardern apologized before the ‘Erebus Families’ who had lost loved ones — for the Government’s lack of compassion, the negligence of Air New Zealand and by implication, the cover-up, since the airline was 100% state-owned at the time — her performance was an encoded acceptance ritual.
The ‘Mosque Massacre Families’ were being played.
The Royal Commission was part of the cover-up — on Ardern’s watch.
Excess Baggage: Riffing off Historically-Themed Events
To sum up, it would appear that historical riffing occurred on Saturday 15 February 2025, when an Air New Zealand flight out of the capital city, and en route to Dunedin, was delayed. The matter of passengers being requested to volunteer to disembark because the flight was said to be overweight by 1300 kilos seems to be too cutely coincidential. The passengers were threatened that 13 needed to volunteer, or all the baggage would be taken off. Such a threat is consistent with applied game theory.
The numerical drop of the recidivist prime number 13 also cues caution to insiders, to steer the curious away from invesigating the matter at hand too closely.
Recall Shrimpton said Germany’s DVD penetrated the CIA and MI6, and had been carrying out industrial espionage, sabotage, and air terrorism to financially attack jet manufacturers, airliners and state treasuries in an undeclared war targetting civilians?
The potency of overfuelling an Air New Zealand jet on the date of February 15, appeared to be a codified threat that a ‘capital intervention’ was needed to stabilize the airline. After all, the date February 15 coincided with the first Antarctica Flight.
Given that there were 13 successful Air NZ Antarctic Flights, before the doomed ‘trip of a lifetime’ slammed into a 13° slope below Fang Ridge of the volcanic mountain, that was reported at the time to have been 13,000 feet high and named after a British bomb-ship, that had collided with its companion ship, HMS Terror on 13 March 1842 in a storm — the apparent codified communications are spooky. Especially since the airline ascribed 13 types of pilot error. And particularly since the cover-up report by the Chief Inspector of Air Accidents, Ron Chippendale, had been conducted loosely in accordance with Annex 13 of the International Civil Aviation Organisation’s Manual of Aircraft Accident Investigation. Annex 13 provided a mechanism for industry — pilots, aircraft manufacturers and regulatory agencies — to learn from their mistakes, rather than apportioning blame. Yet, this approach failed to conceive the possibility that a crash could be made to appear as an accident, since the manual assumes that air terrorism isn’t a commonplace ‘work-around’ for politics in civil aviation.
It would appear that Air New Zealand’s historical baggage continues to be used as a means to communicate encoded threats, promises and cautions to key insiders of New Zealand’s ruling class establishment. After all, the event of threatening passengers on a flight out of the capital with being separated from their baggage, on the historical date that the first shipment of processed frozen meat aboard the Dunedin, left New Zealand en route for the capital of ‘Great Britain’ — unless 13 of them volunteered to accept a ticket buyback — appears to have been staged signals intelligence.
The apparent codified lesson of a flight out of the capital ladden with Dunedin-bound students is that it appeared to telegraph that a capital buyback was in the pipeline. The reported event of overfuelling the aircraft seemed to be staged, to contrive an announced threat to the Luxon Cabinet, via the request that either 13 passengers would need to disembark with their baggage, or all of the baggage would be taken of the flight. This packaged coercion was supposedly the sensible work-around for the aircraft being 1300 kilograms overweight. No news outlets questioned whether this ‘too stupid to be stupid’ event was staged. The recidivist character 13 is still at-large.
Ergo, the echoes of Erebus continue the haunt the keepers of the cover-up, it seems.
The airline’s baggage continues to be codified as a metaphorical element for themed riffing with historical dates, to telegraph promises, threats and cautions — it appears.
Steve Snoopman worked at indigenous broadcaster, Māori Television, for 14 years as an editor of news and current affairs. He forged his superpower to ‘Thunk Evil Without Being Evil’ while writing a thesis on the Global Financial Crisis. Upon quipping that Batman had failed to bust any Gotham banker balls — since his ass is owned by DC Comics — he consequently realised New Zealand needed a Snoopman.
Editor’s Note: If we have made any errors, please contact Steve ‘Snoopman’ Edwards with your counter-evidence. e: steveedwards108[at]protonmail.com