Pik's Lockerbie mystery

[This is the headline over an article published on 20 October 2018 in South Africa's Saturday Star newspaper by retired Kwazulu-Natal High Court judge Chris Nicholson. The following are excerpts:]

On January 11, 1989 [South African foreign minister Pik] Botha travelled to Stockholm in Sweden with other foreign dignitaries – including UN Secretary-general Javier Pérez de Cuéllar – for the funeral of the UN’S Commissioner for South-west Africa, Bernt Carlsson. Botha was interviewed by Sue Macgregor on BBC Radio 4’s Today programme, and alleged that he and a 22-strong South African delegation, who were booked to fly from London to New York on December 21, 1988, had been targeted by the ANC. However, having been alerted to these ANC plans to kill him, Botha said he managed to outsmart them by taking the earlier Pan Am Flight 101 from Heathrow to JFK Airport, New York.

Despite having the knowledge, the question remains why he did not tell the airline security and alert the other passengers that their deaths were going to follow in a few minutes. Is there any other conclusion but that Botha was happy for them to go to their deaths?

The notion that Botha was warned is bolstered by statements made by Oswald Le Winter, who worked for the CIA from 1968 to 1985, and Tiny Rowland in the 1994 film The Maltese Double Cross. This film was made by Allan Francovich, who later died under suspicious circumstances.

In the film Le Winter quotes Rowland as disclosing that Botha had told him he and 22 South African delegates were going to New York for the Namibian Independence Ratification Ceremony and were all booked on the Pan Am Flight 103. They were given a warning from a source which could not be ignored and changed flights. The source revealed by Le Winter is the SA Bureau for State Security (BOSS), which he claims had close contacts with Israeli intelligence and the CIA.

The grave misgivings of the public about this tragedy persuaded a relative of a victim to write to retired South African MP Colin Eglin of the Democratic Party, asking him to make enquiries on the South African side. On June 5, 1996, Eglin asked Justice Minister Dullah Omar in Parliament if Pik Botha and his entourage “had any plans to travel on this flight (Pan Am Flight 103) or had reservations for this flight; if so, why were the plans changed?” In reply on June 12, 1996, Omar stated he had been informed by Botha that shortly before finalising their booking arrangements for travel from Heathrow to New York, they learnt of an earlier flight from London to New York, namely, Pan Am Flight 101. They were booked and travelled on this flight to New York.

Eglin wrote back on July 18, 1996, and added: “Since then I have done some more informal prodding. This has led me to the person who made the reservations on behalf of the South African foreign minister Pik Botha and his entourage. This person assures me that he and no one else was responsible for the reservations, and the reservation made in South Africa for the South African group was originally made on PA 101, departing London at 11:00 on 21 December 1988. It was never made on PA 103 and consequently was never changed. He made the reservation on PA 101 because it was the most convenient flight connecting with South African Airways Flight SA 234 arriving at Heathrow at 07:20 on 21 December 1988.”

Eglin gave the victim’s family the assurance that he had “every reason to trust the person referred to” as he had been given a copy of “rough working notes and extracts from his personal diary of those days”. In his letter Eglin wrote: “In the circumstances, I have to accept that an assertion that the reservations of the South African group were either made or changed as a result of warnings that might have been received is not correct.”

Could the “rough working notes” and the “personal diary of those days” have been fabricated to save Pik Botha’s skin from a most embarrassing and possibly criminal act? Two years before Eglin asked the questions in Parliament, Botha was contacted by the press and his replies were reported on a Reuters Textline of November 12, 1994, under the heading “South African Minister denies knowing of Lockerbie Bomb”.

The article said: “Former foreign minister Pik Botha denied on Saturday he had been aware in advance of a bomb on board Pan Am Flight 103 which exploded over Lockerbie in Scotland in 1988, killing 270 people. The minister confirmed through his spokesman that he and his party had been booked on the ill-fated airliner but switched flights after arriving early in London from Johannesburg.”

There is further confirmation of the fabrication from other sources. On November 12, 1994, Botha’s spokesperson, Gerrit Pretorius, told Reuters that Botha and 22 South African negotiators, including Defence Minister Magnus Malan and Foreign Affairs director Neil van Heerden, had been booked on Pan Am Flight 103. He said “the flight from Johannesburg arrived early in London and the embassy got us on to an earlier flight. Had we been on Pan Am Flight 103 the impact on South Africa and the region would have been massive. It happened on the eve of the signing of the tripartite agreements,” said Pretorius, referring to pacts signed at the UN headquarters on December 22, 1988, which ended South African and Cuban involvement in Angola, and which led to Namibian independence.

Another statement by Pretorius was in appallingly bad taste: “The minister is flattered by the allegation of near-omniscience.” Pretorius goes on to explain again how the change had come about. “But we… got to London an hour early and the embassy got us on an earlier flight. When we got to JFK (airport) a contemporary of mine said, ‘Thank God you weren’t on 103. It crashed over Lockerbie’.”

There is further confirmation of the change of flight from another spokesperson for Pik Botha. “Had he known of the bomb, no force on Earth would have stopped him from seeing to it that Flight 103 with its deadly cargo would not have left the airport,” his spokesperson Roland Darroll told Reuters after consulting the minister.

Theresa Papenfus has written a hagiography of Botha and his times, which gives a further version of the events of that fateful night. Papenfus says: “A former member of staff related that there had been a hitch in the travel arrangements. The SAA flight took off from Johannesburg for London on 20 December 1988… I was concerned with the travel arrangements to New York. Because Pik preferred Frankfurt Airport to Heathrow, the party was booked on (Pan Am) Flight 103 from Frankfurt via London to New York.”

This conflicts diametrically with the statement that there never was a booking on Flight 103. Papenfus goes on to say: “It was the third scheduled daily transatlantic flight from London to John F Kennedy Airport in New York. But this schedule would have interfered with affairs of the heart. The official had a fiancée in London and he simply had to see her. He arranged for the delegation to take an earlier flight, from Johannesburg to London and then from London to New York.”

The official who changed the bookings was clearly with Botha. Papenfus says: “Once they arrived at New York the official had to attend to the usual administrative duties of ministerial staff. While the ministers were being whisked away from the airport in cars their baggage had to be collected and their passports stamped. Through the glass panels he could see people showing signs of hysteria. Some were crying, others screaming and a few were lying on the ground. ‘Americans!’ he muttered to himself. Then he was told by a member of the secret service that the Boeing on Pan Am Flight 103 had crashed. This was the flight on which the South African delegation had originally been booked.”

Papenfus admits a further intriguing detail: “In response to enquiries the Department of Foreign Affairs initially officially denied that seats had ever been booked for the ministerial party on Pan Am Flight 103. They said that the bookings had been on Flight 101 right from the beginning.” Papenfus concludes: “The tragedy claimed the life of the UN’S Commissioner for South West Africa, Mr Bernt Carlsson of Sweden. He was supposed to have been present at the signing of the agreements.”

The question remains whether he was not the real target of those who put the bomb on Pan Am 103.

[RB: Further treatment on this blog of the Pik Botha story can be found here.] 

Real questions raised but no reliable answers

[What follows is the text of a review by Tom Sutcliffe on the website of The Independent on this date in 1995 of the version of Allan Francovich’s The Maltese Double Cross broadcast on Channel Four that day:]

All disasters provoke in us a hunger for explanation and these days you're never at a loss for someone prepared to feed you, to appease your pangs with conspiracy theories - that intellectual junk food. In more faithful times blame was less complex. Writing about the Titanic, Thomas Hardy mused on the separate creation of ship and iceberg: "No mortal eye could see/ The intimate welding of their later history,/ Or sign that they were bent/ By paths coincident/ On being anon twin halves of one august event./ Till the Spinner of the Years/ Said 'Now!' And each one hears,/ And consummation comes, and jars two hemispheres."

Alan Francovich's film about the Lockerbie disaster, The Maltese Double Cross (Channel 4), opened with a similarly baleful sense of ineluctable collision - a suitcase and a plane full of people, fated to meet. But where Hardy lays the blame on the Spinner of the Years (current whereabouts unknown) Francovich has more earthly agencies in mind. That terrible explosion was entirely eluctable, he suggests, so much so that several potential victims changed their travel plans after specific warnings from intelligence sources. Worse, he alleges, the bomb was actually placed on the plane with the assistance of DEA officials, protecting a drugs-for-intelligence operation in the Lebanon. The Libyan connection is simply a front, a cynical attempt to turn a political profit from the disaster and to conceal the murky dealings of American intelligence.

This is airport novel stuff, a convoluted story traced through a swamp of mendacity and impure motive. It might even be true - after all, Iran- Contra sounded like a Hollywood fantasy. But it doesn't greatly help your confidence that Francovich's film almost immediately adopted the conspiracist's unshakeable conviction that nothing is quite what it seems. "Americans" were on the scene very quickly, noted various witnesses, hinting darkly at foreknowledge. The CIA was there and the FBI, interfering with the work of Scottish policemen, combing those low hills for evidence. This seems "odd" to Tam Dalyell - but it doesn't seem very odd to me. It's explicable in a number of ways - management panic, jurisdictional squabbles, even the sick crowd instinct generated by such an event. Intelligence officers aren't immune from the impulse that makes people pull over to stare at traffic accidents and they have much better excuse at hand.

It was clear too that Francovich wasn't exactly a dispassionate seeker after truth. At times the script buckled beneath the weight of sarcastic insinuation. What about this, read over footage of night-time Tripoli? "Oliver North. Lieutenant-Colonel US Marine Corps. His commander-in-chief the Honourable Ronald Reagan and still sleeping the sleep of the just, as he had in cabinet meetings, had his three presidential obsessions - hostages, Contra and Gaddafi." Come again? Scorning the official explanation that a fragment of microchip proved Libyan guilt, Francovich showed you the pine forest where it was notionally found and "where it is as dark as it must have been before time began, with the first big bang". I guess the searchers needed torches. Later we travelled to Zurich - "Where money grows in banks. Where the hand that steals is not cut off, just grows other hands."

This sort of portentous nonsense is all very well, but it is not a good idea to stoke up such a generalised sense of double-dealing if your own film has been partly financed by Libyan money and if one of your principal witnesses was also employed by Pan-Am lawyers, hoping to stave off huge payments in damages. Francovich's film raises some real questions about the official account, about its political convenience and expedient omissions. But it didn't replace it with any reliable truth of its own. You switched off, thinking you couldn't trust anything but the continuing grief of the bereaved.

Lockerbie relatives in dispute over film

[This is the headline over a report that appeared in The Independent on this date in 1994. It reads as follows:]

British and American families whose relatives died in the Lockerbie bombing are involved in an acrimonious dispute over a controversial new documentary about the atrocity.

Friends and relatives of American victims, who have waged a bitter campaign against the documentary and its producer, Allan Francovich, have severed ties with British relatives, who have expressed support for the project. Angered by the Americans' campaign, Mr Francovich is seeking damages from one New Jersey family after they described him as 'a journeyman film-maker ... for (the Libyan leader) Muammar Gadaffi'.

American relatives argue that the documentary project is 'hopelessly compromised' because part of its intitial pounds 650,000 funding came from Libya, through the Lafico investment company. Two alleged Libyan agents have been charged with the terrorist attack in December 1988 which killed 270 people.

But UK relatives, who have met Mr Francovich, insist he should be allowed to investigate doubts that Libya alone carried out the attack. Dr Jim Swire, spokesman for UK families, said: 'We are not apologists for Francovich but we believe he should be able to present his findings and be judged.'

Susan and Daniel Cohen, from New Jersey, whose 20-year-old daughter Theodora died in the bombing, have waged a determined campaign against Mr Francovich, writing to broadcasters who expressed interest in the project. In letters to senior editors at Channel 4, which began negotiating to screen the documentary, they condemned him as a 'Los Angeles wannabe' who used 'fugitives and felons' for research and relied upon 'dubious' intelligence sources.

After Channel 4 announced late last month that it had abandoned plans to screen the film, Mr Francovich wrote to Mr and Mrs Cohen demanding an apology and seeking damages for their 'deliberate attempts to damage my reputation and interfere with my legitimate business interests'.

He said yesterday he was disappointed Channel 4 had abandoned plans to screen the film, but the project was continuing.

Death of film director Allan Francovich

[Allan Francovich died at Houston Airport, Texas, on this date in 1997. What follows is excerpted from his obituary in The Independent, written by Tam Dalyell:]

That Allan Francovich should die prematurely, succumbing to a heart attack in the Customs Area of Houston Airport, is hardly astonishing to those whose lives were touched by this remarkable, hyperactive film director. I picture him arriving to meet me in the Central Lobby of the House of Commons, bag and baggage full of contents, out of breath, and blurting out the latest discovery that he had made about the iniquity of the authorities.

He reeled off facts at a mind-boggling rate. Yet, unlike most conspiracy theorists - of which he was proud to be one - Francovich was scrupulous about fact, and particularly about unpalatable facts which did not suit his suspicions. I never caught him cutting any inconvenient corners to arrive at the conclusion he wanted. He was, above all, a seeker after truth, wheresoever that truth might lead. (...)

My first introduction to Francovich was from Dr Jim Swire of the British Lockerbie Victims, who said that he had persuaded the best investigative film director in America to turn his attention to the crash of Pan Am flight 103 over Lockerbie, Dumfriesshire, on 21 December 1988 that had killed his daughter Flora along with 269 other victims.

Once persuaded that there was a cause for suspicion, Francovich was the most determined of ferrets. The end result was his film The Maltese Double Cross (1995), made in conjunction with his fervently loyal colleagues John Ashton and David Ben-Aryeah and their cameraman Jeremy Stavenhagen. The showing of the film on Channel 4, and in the House of Commons, did more than anything else to awaken the British from J S Mill's "deep slumber of a decided opinion" about responsibility for Lockerbie.

Quite simply, Francovich proved the so-called Malta connection, on which the case against Libya depends, was a fabrication. Francovich identified the shooting down by the USS Vincennes of an Iranian airliner carrying pilgrims to Mecca as the starting point for Lockerbie. The Iranian Minister of the Interior, Ali Akbar Mostashemi, swore that there should be a "rain of blood" in revenge. He had been, crucially, the Iranian ambassador in Damascus from 1982 to 1985, and had close connections with the terrorist gangs of Beirut and the Bekaa valley. They had infiltrated an American drug sting operation, which allowed them to circumvent the security precautions at the Rhine Main airport in Frankfurt. It was typical of Frankovich that he could go to the Jafaar family of the naive courier who had perished in Pan Am 103, and capture them on film in a powerful sequence showing up the activities of the Neuss terrorist gang operating in Germany.

It was Francovich's multi-dimensional, multilingual talents which I am sure will eventually unlock the truth about Lockerbie. Rare indeed, outside fiction, are the crusaders of truth who, time and again, have put themselves in personal danger as Francovich did.

Allan Francovich, film director: born New York 1941; married 1970 Kathleen Weaver (marriage dissolved 1985); died Houston, Texas 17 April 1997.

South Africa minister denies knowing of Lockerbie bomb

[This is the headline over a Reuters news agency report that was issued on this date in 1994. It reads as follows:]

Former South African foreign minister Pik Botha denied on Saturday he had been aware in advance of a bomb on board Pan Am Flight 103 which exploded over Lockerbie in Scotland in 1988 killing 270 people.

The minister confirmed through his spokesman that he and his party had been booked on the ill-fated airliner but switched flights after arriving early in London from Johannesburg.

He was travelling with South African officials to negotiate peace in Namibia and Angola.

Botha was reacting to a report in The Scotsman newspaper on Saturday which said a documentary film The Maltese Double Cross alleged Botha, now South Africa's energy minister, and security chiefs were warned of the bomb and did not travel.

"Had he known of the bomb, no force on earth would have stopped him from seeing to it that flight 103, with its deadly cargo, would not have left the airport," Botha's spokesman Roland Carroll told Reuters after consulting the minister. "The minister is flattered by the allegation of near omniscience."

Gerrit Pretorius, at the time Botha's private secretary, said the then foreign minister and 22 South African negotiators, including defence minister Magnus Malan and foreign affairs director Neil van Heerden, had been booked on flight 103. "But we...got to London an hour early and the embassy got us on to an earlier flight. When we got to JFK airport in New York a contemporary of mine said 'Thank God you weren't on 103. It crashed over Lockerbie'", Pretorius told Reuters.

Darroll said that South African diplomats in the United States were convinced at the time that Botha and his team were on flight 103. He said the flight from Johannesburg arrived early in London after a Frankfurt stopover was cut out. "Had we been on 103 the impact on South Africa and the region would have been massive. It happened on the eve of the signing of the tripartite agreements," said Pretorius, referring to pacts which ended South African and Cuban involvement in Angola and which led to Namibian independence.

British legislator Tam Dalyell said on Saturday he was going to screen the documentary on the bombing at the House of Commons after it was pulled out of a film festival for legal reasons.

The film by American Allan Francovich challenges the official British and US view that two Libyan agents alone planted a radio cassette bomb that killed everyone aboard the jumbo jet and 11 people in the small Scottish town. The Scotsman said the film claims the United States intelligence service CIA allowed Pan Am flights to be used for regular drug runs to gain leverage with Middle East guerrilla groups.

It said a former CIA agent says in the film he was asked to set up a 'dirty tricks' operation to implicate Libya in drug running. The paper said the bomb was unwittingly carried onto the flight from London to New York by suspected drug runner Khaled Jaafar, one of the 270 victims.

The hidden scandal of Lockerbie

[What follows is the text of a review by Steve James of John Ashton and Ian Ferguson’s Cover-up of Convenience—the Hidden Scandal of Lockerbie that was published on the WSWS.org website on this date in 2002:]

John Ashton’s and Ian Ferguson’s work on the circumstances surrounding the destruction on December 21, 1988, of Pan Am Flight 103 over Lockerbie, Scotland is worthy of careful study. It raises serious doubts, not only regarding the recent conviction of the Abdelbaset Ali Mohmed al-Megrahi, now incarcerated in Barlinnie jail, Glasgow, but over the entire official presentation of events before and after the crash, from 1988 to the present day. They give indicators as to how the full facts regarding the atrocity which killed 270, perhaps 271, people might be uncovered and conclude with a series of searching questions which any genuinely independent inquiry into the Lockerbie disaster should direct toward various governments, intelligence services, and individuals.

Ashton and Ferguson have followed Lockerbie for years. Ashton worked as the deputy to the late British film maker Allan Francovich, whose film The Maltese Double-Cross, examined various alternative scenarios that have been advanced as an explanation for the Lockerbie disaster, favouring that the bombing was a consequence of a CIA controlled drug running operation utilised to spy on Palestinian, Lebanese and Syrian armed political groupings and factions.

Ferguson is a journalist, who has written many articles on Lockerbie, and along with Scottish lawyer Robert Black, architect of the Camp Zeist trial, maintains the www.thelockerbietrial.com website.

Writing in the immediate aftermath of the special Criminal Court verdict at Camp Zeist convicting al-Megrahi, Ashton and Ferguson have drawn together the fruits of long research and interviews with a large number of people involved in the disaster, including a number of current and former spies.

The authors do not proclaim that al-Megrahi is innocent. Rather, they review a large body of circumstantial evidence suggesting that responsibility for Lockerbie may lie primarily with the intelligence services of several Western governments, particularly the United States. They are highly critical of the role played by the media in parroting the twists and turns of the official line and note that no major British or US newspaper, radio, or TV channel has had the journalistic independence to undertake a sustained investigation of this most murky aspect of the disaster.

Ashton and Ferguson note that there were many general indications of a possible attack on an American flight in late 1988. After the 1988 American attack by the USS Vincennes on an Iranian Airbus, in which 255 pilgrims were murdered, Iranian broadcasts warned that the skies would “rain blood” in consequence. A Syrian backed Palestinian group with a history of attacks on passenger aircraft was known to be operating in Germany. Many staff at the US Embassy in Moscow altered flight plans to avoid Pan Am over the Christmas period.

More specifically, the authors suggest there may have been prior warnings of an attack on flight PA103. They imply that both the US ambassador to Lebanon, John McCarthy, and the South African Foreign Minister Pik Botha had their travel plans altered at the last minute in order to avoid PA103.

Others, including Charles McKee, a US Army Special Forces Major, and Matthew Gannon, the CIA’s Beirut deputy station chief, uniquely amongst US officials, allegedly changed their plans at the last minute to fly on PA103. McKee had been leading a hostage rescue team in Beirut. One suggestion, and it is no more than that, is that these individuals were the target of a successful assassination attempt in which intelligence agencies themselves played a role.

According to the authors, from as little as two hours after the crash, US intelligence officers were at the southern Scottish site. Over the next days many more arrived. They were not looking for survivors or explanations as to the cause of the crash. They did not cooperate with local rescue services. Instead, they were searching for particular pieces of debris, luggage and particular corpses. Ashton and Ferguson cite finds of large quantities of cash, cannabis and heroin on the flight, as well as intelligence papers owned by McKee, whose luggage was removed and replaced. A report noting the location of hostages held in Beirut was apparently found on the ground. There were reports of helicopter-borne armed groups guarding and then removing a large box, and an unidentified body.

A police surgeon from Bradford, David Fieldhouse, insists that one body was moved, after it had been tagged and its location noted, while another disappeared entirely. Fieldhouse was subsequently victimised. Other concerns were raised by local police officers, some of which phoned Labour MP Tam Dalyell, who then began to take an active interest in the case.

Ashton and Ferguson detail the main alternative theory—that the bombing was carried out by the Popular Front for the Liberation of Palestine-General Command (PLFP-GC). This was also largely the official position until 1991. Ahmed Jibril formed the PFLP-GC in 1968, when he broke away from the PFLP. The authors assert, on the basis of discussions with a number of spies, that the PFLP-GC were recruited by the Iraqi, Iranian, or Syrian governments to attack a US plane. When considering the motivation for such a terror operation, whether on the part of the PFLP-GC or any of their possible sponsors, the book is at its weakest. It gives very little insight into the politics of these governments or of the PFLP-GC, other than to make such observations as support for the PFLP-GC allowing the regime of Hafez Al Assad in Syria to appear to be supporting the Palestinian struggle against Israel.

The authors instead draw attention to the bombing by the PFLP-GC 18 years earlier, in 1970, of two aircraft destined for Israel—one survived with a two foot hole in the fuselage, the other, Swissair 330 to Zurich crashed killing 147 people—and another bombing 16 years earlier, in 1972. The PFLP-GC in 1988 certainly appears to have had a European operation based in Nuess in the Ruhr, Germany, intent on attacking US and Israeli targets. The group eventually blew up some railway lines used by US troop trains, planned an attack on an Israeli sports team, and became the target of a huge surveillance operation by German state security, the BKA. Their operation was hopelessly compromised. Raids by the BKA eventually discovered timers, guns, along with various electrical goods altered to contain explosives. Two PFLP-GC members were eventually jailed in 1991 for the train attacks.

Astonishingly, however, bomb-maker Marwan Khreesat was released on a legal technicality and left Germany. According to Ashton and Ferguson, Khreesat, who built the bombs used in the attacks during the 1970s, had by this time become a Jordanian spy in the PFLP-GC. Jordanian intelligence apparently has a close relationship with the Israeli Mossad and the CIA. Khreesat is still living in Amman, the Jordanian capital, under protection.

Ashton and Ferguson note an interview with Khreesat by the FBI, which was cited at the Camp Zeist trial but never reported in the world’s press, in which Khreesat alleges that one of his bombs went missing after the BKA raid. On this basis, the authors speculate as to whether the CIA had, with the cooperation of other intelligence agencies, played a more active role in allowing the destruction of the plane. They restate the suggestion that this might have been to prevent exposure of the CIA’s drug running operations from the Bekaa Valley, or for other reasons associated with US policy in the Middle East, particularly the aftermath of the Iran-Contra machinations. They suggest that a CIA approved suitcase, loaded with heroin from the Bekaa Valley, might have been swapped for one loaded instead with a bomb intended to kill McKee.

McKee and others had reportedly developed serious reservations about the drug-running operation; it having recently endangered their own lives through an aborted hostage rescue operation. The authors note that PA103 was brought down shortly after the election of ex-CIA chief George Bush, father of the current US president, when exposure of CIA drug running would have been highly embarrassing.

Those who have made allegations of possible CIA involvement include an ex-Mossad spy, Juval Aviv, hired by Pan Am to investigate the destruction of its aircraft, an erratic ex-US spy Lester Coleman, who at one point sought political asylum in Sweden, William Chasey, a Washington DC lobbyist, and Time journalist Roy Rowan.

Ashton and Ferguson trace the development of the official position of blaming Libya for the bombing. Bush called Margaret Thatcher in early 1989 asking for the inquiry to be “toned down”, at a time when Syria and the PFLP-GC were favoured suspects. Just over two years later, on November 14, 1991, simultaneous indictments were brought by the Scottish Crown Office and the US State Department against Libyan airline staff al-Megrahi and Lamen Fhimah. Days later, Bush announced that Syria, which had acquiesced in the 1991 US attack on Iraq, had taken a “bum rap”. The State Department put out a fact sheet to justify the change of position, claiming that previous pointers to the PFLP-GC and Syria had been cunning ruses by the Libyan government. UK Foreign Secretary Douglas Hurd said that no other countries besides Libya were targets for investigation. Four days later, the last Western hostages, including the Archbishop of Canterbury’s special envoy, Terry Waite, were released from Beirut.

The authors thereafter recount the official line that the bomb, equipped with an MST-13 timer from MeBo of Zurich, was loaded in a Samsonite suitcase packed with clothes, which was inserted by Libyan agents onto flight KM180 from Luqa airport in Malta, transferred at Frankfurt to a feeder flight for PA103, and then shuttled to Heathrow, where it was loaded on the fated Boeing 747. This was the case presented in the Camp Zeist trial.

Ashton and Ferguson carefully summarise the numerous problematic aspects of all the prosecution evidence at the trial; the dubious visual identification of al-Megrahi by Maltese shop owner Tony Gauci; the contradictory and bizarre ramblings of CIA spy Abdul Majid Giacka, the so-called “star witness” at Luqa airport whose evidence collapsed in court; the contested luggage records at Frankfurt airport; and the claim by MeBo owner Edwin Bollier that he had been approached by the CIA and encouraged to frame Libya, and that the CIA had had an MST-13 type timer in their possession before 1988.

At Camp Zeist, the trial was in danger of disintegrating. By November 2000 few observers, including the book’s authors, expected anything other than an acquittal, or a not proven verdict which is available under Scottish law. But the verdict delivered on January 2001, which admitted that the prosecution case was full of holes and based on circumstantial inferences, nevertheless found al-Megrahi guilty, while his only alleged accomplice Fhimah, was acquitted.

Ashton and Ferguson by no means completely exonerate Libya or al-Megrahi. They note that his refusal to account for his activities on 20 December 1988 and his visit to Malta using a false passport cannot be dismissed. Trial evidence suggests that al-Megrahi indeed worked for Libyan intelligence and he has, so far, offered no explanation as to why he chose not to take the stand to defend himself. Many aspects of the whole business remain to be uncovered.

What the authors do is to cite 25 questions to which any genuinely independent inquiry must seek answers. These include:

* the circumstances of the warnings given prior to the disaster.

* the circumstances of the booking changes for Pik Botha’s entourage, and McKee and Gannon.

* the drug and cash finds at Lockerbie.

* the possibility of an extra body, the circumstances under which bodies were moved, and the circumstances of wrong police evidence given against David Fieldhouse at the 1989 Fatal Accident Inquiry.

* why Transport Secretary Paul Channon was able to announce that arrests were imminent and why Margaret Thatcher blocked a full judicial enquiry?

* the relationship of the British MI6 to the Iran Contra deals and why was the Foreign office official in charge of liaising with the US on Iran-Contra, Andrew Green, was put in charge of the Lockerbie investigation.

* the role of the CIA and MI6 in hostage deals made after the exposure of Iran Contra in 1986 and 1991.

* why Juval Aviv and others were never interviewed by the investigation authorities about the bombing. What were the circumstances of legal cases brought against Aviv and others?

* why did it take a year for the MeBo circuit board to be discovered, what were the circumstances of its discovery, and what were the connections between MeBo’s Edwin Bollier and the CIA?

* why did the CIA and the Scottish Lord Advocate seek to block access to CIA cables that were helpful to the defence?

Under conditions where the US government is refusing to investigate its own intelligence failures leading up to the September 11 terror attacks, any exposure of a possible CIA role in aircraft terrorism clearly assumes great significance. Earlier this year, al-Megrahi’s appeal against his conviction was thrown out, despite defence evidence that made a strong circumstantial case for the bomb having been loaded at Heathrow airport in London.

Following Tam Dalyell’s question in parliament, on March 26, there is a suggestion that police evidence relating to Lockerbie is being destroyed, and that yet another suitcase owned by another Special Forces member, Joseph Patrick Murphy, was at one point early in the investigation thought to contain the bomb.

Without making wild or unsustainable accusations, and despite serious political limitations, Ashton and Ferguson have provided an essential reference for anyone seeking to understand why a Boeing 747 should explode in mid-air killing hundreds of ordinary air travellers, and yet, more than 13 years later, there is still no generally accepted explanation of why it happened and who was responsible.