Table of Contents.

Spantax Plane Crash at Arlanda, Stockholm, 1970.


Spantax Convair CV-990. In the foreground EC - BNM.

On January 5th, in 1970, at 10:24 pm, a Spantax plane (EC-BNM) started  from runway 19 at Arlanda Airport, Stockholm. About a minute later, the four-engine plane had crashed. Of the ten who were on board, five were killed.


Arlanda Airport in 1970. The dotted red line shows the path
of the plane from the runway's threshold to the crash site.
The distance of the path is approx 1800 m. The dashed
rectangle shows the wreckage area.
Coordinates  59 ° 37′40.81 ″ N   17 ° 53′51.35 ″ E
Source: The accident report.

The Spanish-registered plane had earlier in the evening been scheduled for a flight with Swedish charter travelers to Mallorca. When lifting from the airport, an error occurred in engine no. 4 (on the right wing). The take-off attempt was aborted and the plane was taxied to the terminal. Upon contact with Spantax aviation technicians it was decided that the plane would be flown to Zurich for a engine change. There were detailed instructions on what was applicable in terms of safety for a flight on three engines. For example, the way in which the plane would be operated at take-off, maximum allowable weight and which ones would be included in the crew. The 41-year-old captain was an experienced pilot. He had a total of 10,019 flight hours behind him. He had 2,318 hours on the current aircraft type. He had previously performed a number of flights on three engines with this aircraft type.

Not much has been published about this accident. I found an accident report on the Internet. It is published by the United Nations agency ICAO (International Civil Aviation Organization). The report is authored by the Swedish Civil Aviation Administration. (Statens Haverikommission, SHK, was formed in 1978). None of the authors have given their names.

Here you can download the report:   EC-BNM.pdf      (10.7 MB, English)

The report provides a thorough review of the factors that may have contributed to the accident. Here it can be stated that no single factor can be identified as a cause of the accident. The metrological conditions were good:

Cloud base: 90 - 150 m.
Visibility: 2.5 km.
Temp: -27° C.
No wind at the ground level.

The so-called black box (Flight Data Recorder) did not work as it should for the current flight and had not been functioning for a long time. It is said to have been found under the left wing of the plane after the crash. It was damaged. It was shipped to the U.S. National Transportation Safety Board in the United States. Some information could be extracted but nothing that explained the cause of the accident. The plane had been refueled before the planned flight to Mallorca. The Accident Investigation Board points out that it would have been appropriate to pump out 9000 kg of aviation fuel as the estimated fuel consumption was significantly less for the flight to Zurich. However, the total weight of the plane was still below the maximum allowed at takeoff. It is also pointed out that the regulations stipulated that only three people would be included in the crew. These were the flight captain, the co-pilot and an aviation technician.

So far the official version of the "Spantax accident". I have examined this event in more detail on the assumption that it is part of the war on semen.

My sister, EW, worked as a tourist guide for Vingresor since 1967. In 1969 I studied in Umeå. A few weeks before the Christmas holidays, in 1969, I talked to her over the phone. She worked this winter at the Austrian winter resort Alpbach. She wanted me to visit her there in early January. I gave OK to this. On January 6th, it was time for departure. I went out to Umeå Airport early in the morning. I didn't know anything about the Spantax accident. When I arrived at the check-in I noticed a certain nervousness of the staff. I checked in and went to the departure area. After about 20 minutes, a person from the check-in came to me and asked if I wanted to take an earlier plane that came from Kiruna and which was to stop in Umeå. I accepted the offer. As I stepped onto the plane, I was greeted by an air hostess. To my surprise, not a single passenger, except me, was on the large SAS plane. I received frequent service during the trip to Arlanda. When I came to Arlanda, I saw in the morning papers' flyers about the Spantax accident. I bought a paper and read about this awful thing. Then I checked in on Vingresor's chartered plane for further travel to Munich. From there, there was a bus to Alpbach. When I met EW we talked a bit about the Spantax accident. I soon got the feeling of not being welcome to Alpbach. After a few days' stay, I told EW that I wanted to move to Kitzbühel, which she thought was OK. The stay there was pleasant. The World Cup in alpine skiing happened when I was there. I had the opportunity to see all the big alpine stars.

I came to visit EW at several other tourist resorts where she worked as a tourist guide. For example, Rhodes, Adriatic Coast and Costa del Sol. I have found that the purpose was that I would be "pumped" during these trips. The Nazis knew I would visit EW at Alpbach. My phone in Umeå was eavesdropped. The CIA has, in collaboration with Swedish Nazis, planned the operation against Spantax. The Swedish security service, SÄPO, had me under surveillance in Umeå. Nazis within SÄPO had alerted the CIA about the imminent "pumping" of me in Alpbach. The operation against Spantax was intended to act as a warning to EW and others involved in the semen handling.

This CIA operation is of the False Flag type. No Spantax plane has crashed at Arlanda. The accident report is a false document. The weak point of the report is the lack of photos. I have searched and found some pictures on the Internet:


Picture 1.
The area where the accident occurred is reported to have been forested.
The plane went through the tree tops before it crashed to the ground. Note
that the cockpit is the only wreckage shown in the picture.


Picture 2.
A representative from Spantax seeks among the victims' belongings. The
accident report states that the snow cover was 35 cm at the crash site. The
picture is supposed to be taken shortly after the crash. The snow cover in the
picture is a few centimeters.


Picture 2.


Picture 4.
The accident report states that a logbook was found aboard the plane.


Picture 5.
The wreckage is supposed to have been transported away to a collection site.


Picture 6.
Here they have a tarpaulin laid over the fuseledge. Suitably, it appears that the registration
name was BNM.

The CIA agent who authored the operation has had other similar operations in mind. Personally, I associate with "The Day The Music Died", i.e. the murders of Buddy Holly, Richie Valens and the Big Bopper. Pictures 1-4 were probably taken sometime in December when the operation was decided. I assume then that the pictures were set up somewhere in the Stockholm area. In December there is usually little snow in the area. The tarpaulin over the fuseledge in Picture 6 hides that it does not belong to EC - BNM. The wreckage used in the photo set up has been bought, rented or borrowed from any company that works with scrapped aircraft. Feel free to compare with the Military Airplane Crash At Kebnekaise, 2012. No overview images from the accident area are available. In these types of events, it is otherwise mandatory that the media go up with helicopters to take photos. Five people are reported to be killed at the accident. I fear that they were murdered at Arlanda. The reason is that I have found, in all the operations that I have examined so far, that the people who were declared dead in the CIA's operations have indeed been proven to be dead.

Spantax was an accident-affected airline. Wikipedia has compiled all crashes. The company was discontinued in 1988. There is of course reason to review all reported crashes concerning Spantax.

On 7 December 1965, Douglas DC-3 EC-ARZ crashed on take-off from Los Rodeos Airport on a flight to Las Palmas. It was later determined that the airplane went into a dive and crashed a few km from the airfield, killing all 32 occupants, most of them Scandinavian tourists. [9] [10]

On 5 January 1970, a CV-990 crashed while taking off on a three-engine ferry flight to Zürich, Switzerland from Arlanda Airport in Stockholm after it had experienced problems with one of its engines. Five crew were killed. There were ten people on board.[11]

On 30 September 1972, Douglas C-47B EC-AQE crashed on take-off from Madrid-Barajas Airport. The aircraft was being used for training duties and the student pilot over-rotated and stalled. One of the six people on board was killed.[12]

December 3, 1972 — Spantax Flight 275 crashed at Los Rodeos Airport on the island of Tenerife while taking off on a flight to Munich in almost zero visibility, killing all seven crew and 148 passengers. The aircraft reached a height of 90 metres (300 ft) and crashed 325 metres (1,066 ft) past the runway. This was the worst crash in Spanish airline history at the time.[13]

March 5, 1973 — A Spantax Convair 990 on a flight from Madrid to London was involved in a mid-air collision with an Iberia McDonnell Douglas DC-9 over Nantes. The Spantax aircraft lost part of its left wing, but its pilots managed to land safely at Nantes Airport. However, the Iberia DC-9 crashed killing all 68 passengers and crew on board.[14][15]

On 20 February 1976 an epidemic of typhoid broke out on a flight from Helsinki, Finland to Las Palmas, Grand Canaria. One adult and one child died, and over two hundred of 253 passengers were hospitalized. Four flight crew members had typhoid infection which spread to passengers via egg salad served on board.[citation needed]

In 1982 a Spantax DC-10, Spantax Flight 995, was preparing for takeoff at Malaga to New York when the pilot attempted to abort the takeoff. Their fully fueled airplane overshot the runway and hit the ILS equipment. The plane stopped at 450 m after the threshold of the runway and ignited. The cause of the aborted takeoff was a burst nose gear wheel. 50 people died and 110 were injured.[16]