When Truth is suppressed, Conspiracy Theories flourish.

For something which appears on the surface to be extraordinarily simple to understand has emerged mystery, with more turns and lies than the assassination story of Seth Rich. Here's the story, basically: two ships ran into each other in a dark but quiet sea. Sure! Let's keep it simple! Whoa, that ain't gonna work. The upshot of this story was massive, repeat MASSIVE geopolitical significance. When the full enormity of this debacle becomes known, you will realize that the power balance in the quest for US hegemony has vanished. The story of the USS Fitzgerald is of utmost importance since the day it occurred June 16, 2017. Remember that date. Another day that will live in infamy--but unlike Pearl Harbor attack Dec. 7, 1941, only one ship was sunk. Like Pearl Harbor, there are many stories as to why this happened. Did FDR really know this was coming? Was the sneak attack so sneaky? etc. This essay is not to relitigate the original Day of Infamy, but to explain this new calumny.

So, as many of the reading audience may not have naval or maritime back grounds, I will start from the most basic terms. Why? Because many of us think we know things that we just don't. For those of you with naval/maritime background, skip this portion if you wish.

Definitions / glossary

bow: the front part of the ship
stern: the rear part of the ship
Starboard: when looking to the bow, this is the right side
Port: when looking to the bow, this is the left side
sonar: detection of sounds transmitted underwater
radar: electronic detection of objects at distance above water and/or in the atmosphere.
waterline: the portion of a ship's hull which is above (calm) water meets the hull below the water level. Normally this is horizontal
belowdecks: portion of ship interior below water line
amidship: halfway between bow and stern, which is often the broadest beam (transverse distance) across the ship.
listing: the unintended angle of the ship in relation to its normal attitude in the water.

Navigation lights.: standardized lighting arrangements for ships with intersecting courses to avoid collision.

To avoid collisions, vessels mount navigation lights that permit other vessels to determine the type and relative angle of a vessel, and thus decide if there is a danger of collision. In general sailing vessels are required to carry a green light that shines from dead ahead to 2 points ( 22 1⁄2°) abaft[note 1] the beam on the starboard side (the right side from the perspective of someone on board facing forward), a red light from dead ahead to two points abaft the beam on the port side (left side) and a white light that shines from astern to two points abaft the beam on both sides. Power driven vessels, in addition to these lights, must carry either one or two (depending on length) white masthead lights that shine from ahead to two points abaft the beam on both sides. If two masthead lights are carried then the aft one must be higher than the forward one.[2] Hovercraft at all times and some boats operating in crowded areas may also carry a yellow flashing beacon for added visibility during day or night.

Lights of special significance[edit]
In addition to red, white and green running lights, a combination of red, white and green Mast Lights placed on a mast higher than all the running lights, and viewable from all directions, may be used to indicate the type of craft or the service it is performing. See "Quick Guide" in external links.

Ships at anchor display one or two white anchor lights (depending on the vessel's length) that can be seen from all directions. If two lights are shown then the forward light is higher than the aft one.
Boats classed as "small" are not compelled to carry navigation lights and may make use of a handheld torch.

To understand this lighting procedure is key to understanding a collision at sea. Imagine otherwise traveling on a road with no lane markers or shoulders.

Vessel tracking service

A traffic organization service is a service to prevent the development of dangerous maritime traffic situations and to provide for the safe and efficient movement of vessel traffic within the VTS area.

The traffic organization service concerns the operational management of traffic and the forward planning of vessel movements to prevent congestion and dangerous situations, and is particularly relevant in times of high traffic density or when the movement of special transports may affect the flow of other traffic. The service may also include establishing and operating a system of traffic clearances or VTS sailing plans or both in relation to priority of movements, allocation of space, mandatory reporting of movements in the VTS area, routes to be followed, speed limits to be observed or other appropriate measures which are considered necessary by the VTS authority.

Marine automatic identification (AIS)

The automatic identification system (AIS) is an automatic tracking system used for collision avoidance on ships and by vessel traffic services (VTS). When satellites are used to detect AIS signatures, the term Satellite-AIS (S-AIS) is used. AIS information supplements marine radar, which continues to be the primary method of collision avoidance for water transport.[citation needed]

Information provided by AIS equipment, such as unique identification, position, course, and speed, can be displayed on a screen or an ECDIS. AIS is intended to assist a vessel's watchstanding officers and allow maritime authorities to track and monitor vessel movements. AIS integrates a standardized VHF transceiver with a positioning system such as a GPS receiver, with other electronic navigation sensors, such as a gyrocompass or rate of turn indicator. Vessels fitted with AIS transceivers can be tracked by AIS base stations located along coast lines or, when out of range of terrestrial networks, through a growing number of satellites that are fitted with special AIS receivers which are capable of deconflicting a large number of signatures.

The International Maritime Organization's International Convention for the Safety of Life at Sea requires AIS to be fitted aboard international voyaging ships with 300 or more gross tonnage (GT), and all passenger ships regardless of size.[1]

AIS is extremely important for reasons which will immediately become clear. Note: Military vessels are not tracked by AIS.

Target angle or angle on the bow.

Angle on the bow is a variation of target angle used by United States Navy submarines. Angle on the bow is measured over an arc of 180° clockwise from the bow if viewing the starboard side of the target, or counterclockwise from the bow if viewing the port side of the target. Target angles from 0° to 180° are reported as "starboard [target angle]", while target angles from 180° to 360° are reported as "port [360° -target angle]".[2]

Angle on the bow provided the basis for submarine attack decisions through the world wars. When angle on the bow was less than 90° , the submarine would continue a submerged approach toward the target to launch torpedoes when angle on the bow increased to 90° indicating the minimum range torpedo launch opportunity for the submarine with the given target course and speed. Unless the target was already within torpedo range, angle on the bow greater than 90° required the submarine to attempt to surface and run around the target beyond visual range to submerge ahead of the target. As a practical matter, the speed differential required to run around a target meant most warships and ocean liners could not be attacked when angle on the bow was greater than 90° .[2]

Although this section refers to submarines, the points of reference for general maritime encounters remains appropriate.

One thousand foot warning: lethal force authorized if another ships comes within 1000 ft of US Navy warship:

Officer of the Deck (OOD) duties:

Enough background. Digging in to the details.

USS Fitzgerald on paper with their motto: "Protect Your People"

A Second Front

In a previous essay, I described the initial skirmish of WW3 as occurring in the Black Sea.

Now described below concerns a second front, in the South China Sea (SCS). This war actually began a few weeks earlier, at least as early as the Chinese warning to the USS Dewey
twenty times to go away from their offshore station.

The illustration localizes several different posting of the Dewey in the SCS. Let's take a larger scale look at the SCS:

The cargo ship ACX Crystal is registered to a Japanese owner, but manned by an entirely Filipino crew numbering about 20, including the Captain, Avincula. Here is a somewhat general map of the route taken by the Crystal:

Note the little curly-que in the Crystal's course. Reminder: Military vessels of any nation are not tracked by AIS.

Now a closer view of the Crystal's route. Get used to it folks, we're going to be seeing a lot of this map because it is absolutely vital to solving the gigantic US Naval coverup.

Notes about maritime maps: the signals go to satellite by transponder on board each vessel over 100 tons (300?). What is then displayed is the vessels: course, speed, and aspect. The faster the speed, the further apart are the marking arrows showing course.

Closer view yet. Has anybody ever seen a non-combat maritime course like that--ever? Please, you of sea-faring experience, please explain this to me.

This massive cargo ship, weight between 29,000 and 70,000 tons (empty vs loaded) then continues to Tokyo harbor. This ship's owner refuses to say where this ship was headed. But it did end up in Tokyo Bay. From this map you may gauge the amount of ship traffic in one of the world's largest ports.

Let's take a look at the physical dimensions of the two vessels:

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Note the bridge of the Crystal is ten stories high. Quite a view in clear seas!

Here's a schematic comparison of the two ships:

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Here is a photo comparing the Fitz. before damage (upper) and damaged areas (lower):

Damaged Fitzgerald area close up:

An even tighter close-up showing probable location of Fitzgerald captain's quarters:

Aerial view of Fitzgerald showing starboard damage:

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Another aerial view of Fitzgerald's starboard bow:

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Fitzgerald damage: longer view from starboard:

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USS Fitzgerald listing to starboard post attack:

Sadly, at least 7 sailors were killed in this action:

Now let us look at the other ship, ACX Crystal, top speed 18.5 knots, minimum weight 29,00 tons, height of bridge 10 stories, length >700 feet. It did not escape unscathed. Here are a few views.

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ACX Crystal aerial view of bow from port aspect:

All the images above equate to FACT

Unfortunately outright lies have been perpetrated by both the US Navy and the Crystal's captain. The above pictures are provided for readers to obtain a FACTUAL basis from which to make informed judgements.

Here is the first image which is not fact, but a reasonable supposition of the actual collision course of the two vessels. This is not proof but a good educated deduction from what is know (damage, course, speed, AIS, etc.)

Reasonable. Yes. Definite? Maybe not.

With the Crystal still moving and the Fitzgerald dead in the water (the most likely scenario), the two ships would scissors together at the pivot point (axis of rotation), thus enlarging somewhat the initial collision damage caused. Viewing the relatively localized Fitzgerald damage, there wasn't too much scissoring. The damaged bow of the Crystal shows relatively short contact surface as does the Fitzgerald.

What damage was there below the waterline, which after all, is what almost sank the Fitz? Yes, the above ground damage would have hampered normal operations but no way would have compromised flotation. Significant amounts of water entered the ship below the waterline, hence the starboard flooding causing the Fitz. to list.

Now we enter the land of fact and speculation, known as YouTube

The reader may have noticed a scrupulous avoidance up to this point of speculation. The facts are as pictured above. Make of them what you will. In the video and print search, I have come across a YouTuber named Florida Marquis. This gentleman has broken the story wide open and so far is doing the best investigation. In just under 3 weeks the Maquis has garnered more than 1,000,000 views--not bad with only 3700 channel subscribers.

Here is FM's compilation of his own URLs:

https://youtu.be/tSHZbgl551I Video ACX Crystal Track Analysis on 7/1

https://youtu.be/GV4f9AchnCU Physical Damage Analysis on 6/30

https://youtu.be/tjJKRPXInQk Navy Ban on Independent Investigation 6/29

https://youtu.be/WO37Vi7Xoms 1st Vid Track analysis ACX Crystal 6/29

https://youtu.be/w_gNTLkHNq8 AuCoin Press Conf. 2:20am collision time 6/29

https://youtu.be/bRbVROKFw3A 3rd and final Lie from Capt Advincula~Crystal 6/28

https://youtu.be/qqntRlUR1dI Sailors manning the guns....General Quarters 6/28

https://youtu.be/g-IhYDo5S8Y Destroyer Mission Ascertained and discussed 6/27

https://youtu.be/pHMsNioGQUA Capt. Advincula lies twice now 6/27

https://youtu.be/mlChtZP_aj4 Capt Advincula statement reveals the Cover-up 6/26

https://youtu.be/MbnC5SGvdyg The trail of deceit, treason and betrayal.... 6/26

https://youtu.be/slOhehKNLxM The Shiloh Connection.... a young sailor is turned...6/25

https://youtu.be/ZugXAvtd8kE The impossible phone call from below decks 6/24

https://youtu.be/XfZlbSZqxqk Still Frame Speed & track analysis showing the impossible 6/24

https://youtu.be/YjagnUO2cP8 High Level info compromised and Filipino access to Fitz 6/23

https://youtu.be/y04R9Sui3Jw China warns the USS Dewey 1 week prior 6/22

https://youtu.be/d94gdYdrdYc The MARFORSOUTH connection ...Colombia~Marines 6/22

https://youtu.be/hA2WMgtkuoY Example of Bridge Audio from USS Porter 6/21

https://youtu.be/eANUtcpxL04 First Assesment of an EMP dual pronged assault... 6/20

https://youtu.be/pZW4slGUkDU Chinese involvement scenario developed 6/19

https://youtu.be/i9iy9efgHZ0 Early discussions of possible weapons used to disable 6/18

https://youtu.be/YZsW1uDEa_k day after the actual event ... Florida Maquis

The first lie of Captain Advincula of the Crystal: https://www.youtube.com/watch?v=mlChtZP_aj4&feature=youtu.be

Here is a quote from an educated viewer to that video:

There are lies within lies here. First of all, how to you make a hard right to avoid a collision and yet still hit the target you were trying to avoid, 10 minutes later? This account cannot be true. Second is an issue I have had since I first saw the pictures of the two boats. What caused the damage bending the solid steel deck railing on the Crystal? There is nothing that high on the destroyer, and no corresponding damage.
Your theory is the best I have found and corresponds well with the "facts" I have been able to gather, but I think there is even more to the story. Perhaps a badly executed false flag resulting in a limping ship instead of a disappeared one?

Another lie from Captain Advincula: AIS shows the Crystal actually turned toward the Fitzgerald, not as a hard right initially claimed by the Crystal Captain: https://www.youtube.com/watch?v=pHMsNioGQUA&feature=youtu.be

And yet another view of Captain Advincula: https://www.youtube.com/watch?v=GV4f9AchnCU

At this point, information overload has probably overtaken most of you (me included). With only a brief foray into speculation, mainly basic terms and photographs irrefutable FACTS have been presented. Therefore a second essay on this massive cover-up needs be presented. So, in the second episode, we will delve into conjecture more deeply. By so doing the imminent nature of the balance of world power politics will be shown to be affected.