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The Torah community in Yerushalayim is mourning the passing of Rav Yehuda Weisbecker zt”l, longtime proprietor of the legendary Otzar Haseforim bookstore in Geulah, who for decades served generations of roshei yeshiva, marbitzei Torah, avreichim and bnei yeshiva. He was 93.

Rav Yehuda was niftar on Friday, Hoshana Rabbah, following a lifetime distinguished by his love of Torah, his respect for lomdei Torah, his integrity and his devotion to helping others.

A son of Rav Yisroel Moshe Weisbecker z”l, Rav Yehuda became a familiar and beloved figure in Yerushalayim and was particularly well known throughout the Torah world because of Otzar Haseforim, the renowned seforim store on Rechov Levush Mordechai in Geulah.

For decades, the store was far more than a place to purchase seforim. It became a destination in its own right for anyone searching for a particular work or trying to determine which sefer would best help him in his learning.

Roshei yeshiva, rabbonim, avreichim and bochurim knew that a visit to Otzar Haseforim meant entering a store where the person behind the counter understood the seforim on the shelves and, often, understood what the customer actually needed.

That was one of Rav Yehuda’s defining qualities. He did not regard himself merely as a bookseller. His extraordinary familiarity with the world of Torah literature made him a trusted adviser to generations of lomdim.

A bochur learning a particular masechta could describe what he was looking for and Rav Yehuda would know which sefer might open the subject for him. An avreich immersed in a difficult sugya could ask for guidance and receive recommendations for works that approached the subject from different directions and could help him develop a comprehensive understanding of the matter.

His advice was also marked by honesty. If Rav Yehuda believed that a particular sefer was not suited to the person standing before him, he would gently say so rather than simply make the sale. His concern was that the sefer should serve the lomed, not merely leave the store.

That approach helped make Otzar Haseforim one of the best-known seforim stores in the Geulah area, serving the enormous Torah community concentrated in the surrounding neighborhoods and yeshivos. Over the years, countless members of the Yerushalmi Torah world came through its doors, and Rav Yehuda earned their trust through his knowledge, patience and straightforward manner.

His reverence for Torah was evident outside the store as well. In Sanhedria Murchevet, where he lived for many years, Rav Yehuda was known as an exceptionally upright individual and a baal chesed who conducted himself with simplicity and consistency.

He maintained a fixed place for tefillah and was exceptionally careful about his established sedarim of learning. Those sedarim were fixtures of his day, maintained with determination throughout the years and not readily surrendered to the demands and distractions of everyday life.

Those who knew him recalled the natural combination that characterized him: the man who spent his working hours surrounded by seforim was himself deeply attached to learning. The respect he displayed toward the roshei yeshiva, avreichim and bochurim who entered his store reflected his own appreciation for Torah and those who devoted themselves to it.

In his later years, Rav Yehuda moved from Yerushalayim to Modiin Illit. During that period, he endured considerable yesurim, which he accepted with ahavah and emunah.

He was zocheh to leave behind a distinguished family and generations of descendants following the derech Hashem, continuing the values of Torah and yiras Shomayim that defined his life.

The levayah took place Friday, Hoshana Rabbah, leaving from Shamgar Funeral Home in Yerushalayim and proceeding to Har Hamenuchos, where Rav Yehuda was brought to kevurah after midday.

Yehi zichro baruch.

{Matzav.com}

The attempted downing of a Flydubai passenger jet bound for Israel has raised a frightening new question for aviation and counterterrorism officials: Could terrorist movements or hostile states seek to radicalize trained commercial pilots, effectively turning trusted members of airline crews into 9/11-style suicide attackers from inside the cockpit?

Miri Eisin, a former IDF colonel who spent more than two decades in military intelligence, warned that the September 30 attack aboard Flydubai Flight FZ1073 could represent a new type of aviation terrorism — one far more difficult to stop than the traditional hijacking model because the potential attacker is already authorized to fly the aircraft. Pasted markdown

“An individual doesn’t get the idea on his own to crash a plane full of people including himself. Somebody told him that if you do that you get your 72 virgins,” Eisin said.

“If you think back to past plane hijackings, including 9/11, the hijacker was never the pilot of the plane. . . . This could be a new kind of suicide bomber,” she said.

Eisin said her immediate suspicion following the Flydubai attack was that Iran or one of its proxies might have played a role, while stressing that she has no direct evidence tying Tehran to the incident and that the international investigation remains underway.

That distinction has become even more important as investigators have gathered additional information. Israeli sources familiar with the initial findings now say the evidence increasingly points toward accused co-pilot Hamam al-Hammami acting alone rather than as an operative dispatched by Iran or an organized terrorist group. Investigators have not publicly established an operational connection between al-Hammami and Iran, Hezbollah, the Islamic Revolutionary Guard Corps or Al Qaeda.

President Trump has also raised the possibility that Iran could have been involved in the attack, though he has not presented evidence establishing such a connection.

Eisin nevertheless said the concept behind the attack resembles methods she associates with Iran and its terrorist proxies — using radicalization and unconventional means to strike Israel or Israeli interests.

“This to me is very much something that could have come from Hezbollah or the IRGC Quds Force, this is the kind of things that they think of,” she said.

The suspect has been identified as al-Hammami, a 29-year-old Omani national who was serving as co-pilot aboard the Dubai-to-Tel Aviv flight. UAE authorities have formally described his actions as an attempted terrorist attack.

Al-Hammami allegedly attacked Indian captain Smit Machchhar inside the cockpit with the aircraft’s emergency crash axe, a piece of safety equipment normally stored inside the flight deck. The revelation that the weapon was already aboard the aircraft has shifted attention away from how he could have smuggled a weapon through airport security and toward the much harder problem of protecting an aircraft from one of the people entrusted to fly it.

During the violent struggle, the Boeing 737 MAX entered a steep descent, dropping thousands of feet while the badly wounded Machchhar fought to regain control and reach the cockpit door.

Despite serious injuries, Machchhar eventually managed to unlock the cockpit. Crew members and passengers then rushed in, subdued al-Hammami and restrained him while two other Flydubai pilots who were traveling aboard the aircraft took control and diverted the jet to Tabuk, Saudi Arabia.

Machchhar has since described believing that he was going to die during the attack but realizing that opening the cockpit door offered the only chance to save everyone aboard. His actions allowed those outside to enter the flight deck and overpower the attacker.

Saudi authorities detained al-Hammami following the emergency landing and later transferred him to the United Arab Emirates, where investigators have been reconstructing his background, digital history, employment record and possible contacts.

The investigation has uncovered indications that concerns about al-Hammami’s alleged extremist views existed well before the attack. Reports indicate that he had previously worked for Oman Air but was removed from flying duties after authorities became concerned about extremist material and possible radicalization.

Despite that history, he subsequently found work elsewhere in commercial aviation and ultimately joined Flydubai, raising urgent questions about whether information known in Oman was ever shared with other airlines or governments.

There is also a separate question about how an Omani citizen was assigned to a flight bound for Israel. Oman does not maintain diplomatic relations with Israel, and Israeli security procedures were supposed to prevent nationals of countries without diplomatic relations from serving aboard incoming flights unless specifically cleared.

Those failures have already prompted Prime Minister Benjamin Netanyahu to order a comprehensive review of security procedures governing foreign civilian flights entering Israel, including how overseas airline crews are vetted and how information is exchanged among Israeli security agencies, foreign governments and airlines.

Netanyahu has said that al-Hammami had undergone “Islamic radicalization.”

Eisin said a pilot’s education, career and professional standing provide no guarantee against extremist indoctrination. The very assumption that a highly trained professional would be less susceptible to radicalization, she argued, could itself create a dangerous blind spot.

“Just because someone’s a pilot doesn’t mean they can’t be radicalized, people from all walks of life could be radicalized. [Syrian dictator] Bashar al-Assad was a doctor, Josef Mengele was a doctor,” she said.

“And if you kill Israelis, the whole world applauds you,” she added.

Oded Ailam, a former senior Mossad counterterrorism official and former deputy head of the agency’s global operations, agreed that the incident exposes a particularly difficult security vulnerability, although he has expressed greater skepticism that al-Hammami was formally recruited by a state or terrorist organization.

Ailam said turning an established commercial pilot into a suicide attacker would require a much more complicated recruitment and psychological process than convincing an inexperienced young terrorist to carry explosives into a civilian target.

“Recruiting and convincing a pilot to do something like that, it’s not the same as telling a 15-year-old to strap on a bomb and walk into a promenade and explode himself. This is a very sophisticated and long operation,” he said.

Ailam has said that, based on what is publicly known so far, he considers a lone-actor scenario more plausible. But he cautioned that a “lone wolf” does not necessarily develop extremist ideology in isolation.

“The lone wolf is influenced by the pack of wolves around him, he’s influenced by jihadists, by extremists in mosques, he’s influenced by prominent Iranians calling for death to Israel,” he said.

That possibility has become especially significant as investigators examine al-Hammami’s online activity. Social-media accounts associated with him contained extremist and anti-Israel material, and posts that appeared after the attack included imagery connected to senior Al Qaeda figures.

One video reportedly showed Israeli aircraft filmed from cockpits and concluded with an image of Ayman al-Zawahiri, Osama bin Laden’s successor as leader of Al Qaeda. Material connected to Humam al-Balawi — the Jordanian doctor who became an Al Qaeda suicide bomber and killed seven CIA personnel and a Jordanian intelligence officer in Afghanistan in 2009 — also appeared in material linked to the accounts.

Those discoveries have intensified the investigation into al-Hammami’s ideological development. They have not, however, established that Al Qaeda recruited him, directed him or knew about his attack beforehand.

In fact, Al Qaeda supporters subsequently attempted to capitalize publicly on the Flydubai incident, praising the attacker and urging copycat attacks against American and Israeli aviation. That propaganda has heightened concerns that even if al-Hammami acted independently, his actions could provide a model for others already working within the aviation industry.

For Ailam, that possibility may ultimately present a more complicated threat than a conventional terrorist cell. Organized networks can potentially be penetrated, monitored and disrupted. An individual who becomes radicalized while continuing to function normally in a trusted professional position may leave far fewer warning signs.

“Terror combined with mental disturbances in the pilot, when you combine it together the outcome is horrific. There are a lot of people who are being radicalized who are airline pilots,” he said.

The attack has exposed a weakness built into much of the aviation-security architecture created after September 11. For the past quarter-century, enormous resources have been devoted to keeping unauthorized people out of cockpits. Reinforced cockpit doors, screening procedures and strict access rules are designed largely around the assumption that the threat comes from the passenger cabin.

The Flydubai attack inverted that assumption. The alleged attacker was already sitting behind the reinforced door, had legitimate access to the controls and could reach an emergency axe stored there for safety purposes.

Ailam has noted that pilots occupy a uniquely trusted position aboard an aircraft. Aviation systems cannot operate if every captain and co-pilot is treated as a potential terrorist, yet traditional passenger screening offers little protection when the person posing the threat is a credentialed flight crew member.

That dilemma is likely to become a central subject of aviation-security reviews following the incident. Authorities are examining whether more continuous background screening of pilots is needed, particularly when they fly sensitive international routes, and whether intelligence about extremist behavior must be shared more effectively across national borders.

Ailam has also called for greater international intelligence cooperation and continued monitoring capable of detecting sudden extremist associations or significant behavioral changes among people occupying highly sensitive aviation positions, while warning against indiscriminately treating pilots as suspects.

Another potential response could involve cockpit technology. Current security systems are heavily designed to prevent outsiders from opening the cockpit door, but the Flydubai incident raises the opposite problem: how other authorized crew members can regain access if someone inside the cockpit becomes the threat.

Ailam predicted that airlines and regulators will now have to examine technological systems capable of allowing trusted crew members to regain cockpit access during an emergency without undermining the reinforced-door protections introduced after 9/11.

“It’s impossible to screen every pilot, the answer will have to be technological,” he said.

{Matzav.com}

President Donald Trump has announced that more than 20 million Medicare beneficiaries will receive a one-time $90 payment this month to help offset their Medicare Part B premiums, with the first direct deposits expected to arrive within days and paper checks following later in October.

The White House says approximately 20.8 million people will qualify for the rebate, which will be funded with roughly $2 billion already appropriated by Congress to the Medicare Improvement Fund. No new application is required for eligible beneficiaries, and the administration says the payments will be issued automatically.

Most recipients who already receive federal payments electronically are expected to see a $90 direct deposit on or around October 8. Those who do not have direct deposit information on file will instead receive a $90 paper check from the U.S. Treasury later in the month.

The paper checks will carry the notation, “Medicare Improvement Fund Payment; $90 Payment to Offset October Premium.” Beneficiaries receiving direct deposits are also expected to receive an email or letter from President Trump later in October explaining the payment.

The rebate represents a little under half of the standard Medicare Part B monthly premium for 2026, which is $202.90. Part B generally covers outpatient medical care, including doctor visits, diagnostic testing and other medical services outside of inpatient hospital coverage.

Trump announced the program Friday night, describing the recipients as more than 20 million “wonderful Seniors” and saying his administration was redirecting money that had been sitting in a federal Medicare fund.

Trump called the Medicare Improvement Fund, “a pointless ‘Slush Fund’ that has only been used by Dumocrats in Congress to pay for the Waste, Fraud, and Abuse for their Special Interest friends, and drive up Healthcare costs.

“We are finally using this Fund, along with my Most Favored Nations Deals, to substantially LOWER costs for our Seniors,” the president said in a Truth Social post.

The Medicare Improvement Fund was established by Congress in 2008 as a mechanism for financing improvements to Medicare’s fee-for-service program. The administration says Congress has allocated approximately $2 billion to the fund and that this is the first time the money is being distributed directly to beneficiaries in this fashion.

The fund has long played a role in congressional health-care budgeting, with lawmakers from both parties adjusting or redirecting money assigned to it as part of larger health-care and budget legislation. The Trump administration is now using the available money for direct premium rebates rather than another Medicare program or legislative purpose.

Not every Medicare beneficiary will qualify. The payment is specifically aimed at certain Medicare Part B enrollees, rather than all Americans enrolled in Medicare.

Beneficiaries whose Part B premiums are already paid by Medicaid will not receive the rebate. People who pay an Income-Related Monthly Adjustment Amount, commonly known as IRMAA, because their incomes exceed certain thresholds are also excluded.

The administration has additionally indicated that some beneficiaries enrolled in Medicare Advantage will not qualify depending on how their premiums are handled, meaning the total number receiving the $90 payment is substantially smaller than the overall Medicare population.

For eligible beneficiaries, however, there is nothing they need to submit to receive the money. Medicare and Treasury records will be used to determine eligibility and deliver the payment automatically.

The Centers for Medicare and Medicaid Services says recipients should therefore be wary of anyone contacting them and claiming that personal information or payment is required to obtain the rebate. Eligible beneficiaries do not need to pay a fee, purchase anything or provide banking information to a caller in order to receive the money.

The timing places the payments in Americans’ bank accounts and mailboxes approximately a month before the November 3 midterm elections, when control of Congress will be at stake. The announcement is the latest in a series of financial initiatives and proposed payments unveiled by the Trump administration in recent weeks.

Trump framed the Medicare rebate as part of his broader pledge to protect Medicare and Social Security and lower health-care expenses for older Americans.

“I pledged to protect and preserve Medicare and Social Security, which were on the verge of RUIN by Joe Biden, who foolishly and maliciously let tens of millions of Illegal Aliens into our Country, and we are doing just that for America’s Seniors,” Trump added on Truth Social.

The administration has also emphasized its efforts to lower prescription-drug prices through agreements based on what Trump calls “Most Favored Nations” pricing, under which Americans would pay prices more closely aligned with those charged for medications in other developed countries.

The $90 Medicare payment comes just days after the administration began another unusual health-care refund program, this one involving approximately 950,000 Americans who purchased insurance through the Affordable Care Act marketplace.

Under that initiative, the administration is distributing $500 payments to eligible consumers in roughly 30 states. Administration officials say those consumers were effectively overcharged because of excessive user fees collected under the Biden administration from health insurers participating in the federal Obamacare marketplace, with the costs ultimately passed along to consumers.

Trump emphasized that the Medicare money and the Affordable Care Act refunds are two separate programs.

The president clarified the $90 senior payment is “separate from the equally substantial Refund ‘Checks’ we are sending to One Million Americans who were overcharged for their Unaffordable Care Act plans by Joe Biden.”

The Medicare payments are expected to cost the federal government close to $1.9 billion if all 20.8 million eligible beneficiaries receive $90. The administration maintains that because the money has already been appropriated to the Medicare Improvement Fund, the initiative does not require Congress to approve a new $2 billion spending package.

The program has nevertheless drawn scrutiny over the administration’s authority to use the Medicare Improvement Fund for direct cash rebates. The fund was created for improvements to Medicare’s fee-for-service system rather than specifically as a mechanism for mailing payments to beneficiaries, making the administration’s interpretation of how the money may be used a significant element of the initiative.

The $90 payment also arrives as Trump continues promoting a much larger proposal that would provide a $5,000 “Trump Dividend” to American citizens if Republicans retain control of Congress in the midterm elections.

Unlike the Medicare rebate, the proposed $5,000 payment is not currently an authorized federal benefit and would involve vastly more money. Depending on precisely who qualified, a nationwide $5,000 payment could carry a price tag exceeding $1 trillion and would require substantial additional federal funding.

Trump nevertheless reiterated that pledge while announcing the Medicare payments.

“Because I delivered on this very important issue for the American People, they can also rest assured the highly popular $5,000 Trump Dividend will be distributed to every US citizen if, and when, the Republicans win the Midterm Elections!,” Trump added.

The administration says eligible Medicare beneficiaries should begin seeing the $90 payments almost immediately, with electronic payments arriving first and Treasury checks continuing through October.

{Matzav.com}

The U.S. Coast Guard has suspended its massive search for six people aboard a medical transport jet that vanished while flying from Bermuda to Boston, after searchers discovered wreckage from the aircraft in the Atlantic Ocean off Nantucket but found no sign of the four crew members and two passengers.

The Canadian-registered Gulfstream G100, operated by Latitude Air Ambulance, disappeared early Saturday morning while transporting a Bermudian patient and a relative to Boston for medical care. Four Canadians — two pilots and two medical personnel — were also aboard.

The aircraft, registration C-GJRP and using the call sign “Heartbeat 104,” departed Bermuda’s L.F. Wade International Airport at approximately 11:40 p.m. Friday and was scheduled to arrive at Boston Logan International Airport at roughly 1:30 a.m. Saturday.

But as the jet approached the northeastern United States, something went badly wrong.

Air traffic control recordings provide a chilling glimpse of the aircraft’s final minutes. The crew apparently reported an electrical problem, while communications with controllers became increasingly difficult.

“Roger, you said you’re coming in blind. Is that what you said?” a controller was heard asking.

The pilot’s response was too weak to be clearly heard in the publicly available recording.

“Are you declaring an emergency or no?” the controller asked.

After another faint transmission, the controller responded: “You’re coming in a little weak so I didn’t hear what your response was, if you were declaring an emergency or not.”

The controller subsequently confirmed that the pilot had declared an emergency. Local emergency personnel were alerted to prepare for the aircraft, with dispatchers initially reporting that the incoming plane was experiencing an electrical issue.

Then both radio and radar contact disappeared.

Flight-tracking data showed the Gulfstream had been cruising at approximately 24,000 feet before suddenly losing altitude. Depending on the tracking source, the jet plunged to roughly 10,000 or 11,000 feet in only a few minutes — a descent of approximately 13,000 feet — before its tracking signal vanished.

Controllers repeatedly tried to contact the aircraft and asked other planes in the area to determine whether they could see the Gulfstream on their collision-avoidance systems or establish radio communication with it. Those efforts were unsuccessful.

The aircraft never arrived at Logan Airport.

Shortly after 2 a.m., federal authorities notified the Coast Guard that the aircraft was missing, triggering a major search-and-rescue operation over the waters south of Nantucket.

The mission involved Coast Guard aircraft, helicopters, boats and cutters, along with assistance from the New York Air National Guard and Massachusetts authorities. Searchers flew repeated patterns over the Atlantic while vessels combed the water below.

On Nantucket itself, police checked the island’s airport in case the jet had somehow landed there without normal communications. At daybreak, local officers and the harbormaster began searching the island’s southern shoreline for any sign of the aircraft.

Later Saturday, the grim first breakthrough came: Coast Guard crews located a debris field in the ocean roughly 20 miles off Nantucket. Authorities subsequently confirmed that the wreckage came from the missing Gulfstream.

The discovery effectively confirmed that the aircraft had gone down, but there was initially still hope that some of the six people aboard might have survived. Coast Guard crews continued searching through the night and into Sunday.

The Coast Guard ultimately covered more than 4,400 square miles during approximately 66 hours of searching, using aircraft and vessels in an effort to locate survivors. None of the six people was found.

On Sunday evening, officials announced that the active search was being suspended.

“Suspending a search is not an easy decision,” Rear Adm. Matthew Lake, commander of the Coast Guard’s Northeast District, said. “We express our deepest condolences to the families and loved ones affected by the tragedy and our gratitude for our partner agencies who helped support search efforts.”

The six people aboard consisted of four Canadian nationals and two Bermudians. Latitude Air Ambulance said the four Canadians were two pilots and two members of its medical team. They had flown to Bermuda to pick up the patient and accompanying relative for the medical evacuation to Boston.

Latitude Air Ambulance, based in Hamilton, Ontario, specializes in international medical transportation, including flights designed to move patients between countries for treatment or return them home while receiving medical care.

The aircraft itself was a Gulfstream G100, a twin-engine business jet commonly configured for corporate travel and specialized operations such as medical transport. The type is capable of long-distance flights and normally carries sophisticated navigation and communications equipment.

Investigators are now trying to determine what could have caused the aircraft’s apparent electrical problems, rapid descent and disappearance.

One of the most significant clues is the pilot’s apparent statement that the aircraft was “coming in blind.” It has not yet been publicly established precisely what the pilot meant by that phrase or which systems had failed, but investigators are expected to examine whether the aircraft had lost critical navigational instruments, displays or communications equipment.

Former U.S. Transportation Department Inspector General Mary Schiavo said a combination of lost instruments and deteriorating weather could become extremely dangerous because pilots deprived of reliable visual and instrument references can rapidly become spatially disoriented.

“Something bad happened with this big drop, and they flew into this big storm. It’s a terrible place to have a loss of your instruments and be flying blind,” Schiavo said. “It’s very easy to get disoriented and not know if you’re turning, climbing, descending, etc. Spatial orientation hits pretty quickly.”

There is not yet, however, an official determination that weather caused or contributed to the crash. Weather observations indicated rain in the region, while surface winds were reportedly not particularly severe. Investigators will need to reconstruct the precise conditions encountered by the aircraft at its altitude and location.

The jet’s rapid descent will also be a major focus. Flight-tracking information indicates that it remained near 24,000 feet for more than an hour before dropping approximately 13,000 feet in only a few minutes. It remains unclear whether that descent was intentionally initiated by the pilots in response to an emergency or resulted from a loss of control or other malfunction.

Investigators will also examine the possibility of cascading electrical failures. A serious electrical malfunction can affect radios, navigation instruments and cockpit displays, although modern business jets have multiple backup systems specifically intended to prevent a single failure from disabling the aircraft.

The debris recovered from the ocean is being preserved for investigators. Officials said during the search that some pieces were difficult to immediately identify because of their condition.

“It’s very difficult at this point to identify exactly what those components are,” Coast Guard search-and-rescue coordinator Kastriot Kastrati said. “The debris that we have recovered, we’ve safeguarded and kept for future investigative efforts.”

Authorities are also expected to search for the aircraft’s flight recorders, commonly known as black boxes. Recovering them could be crucial to determining what happened inside the cockpit during the final minutes, including which systems failed, what warnings the pilots received and why the jet descended so sharply.

Because the wreckage is believed to be in the Atlantic off Nantucket, investigators may need specialized underwater equipment to locate and recover the main portion of the aircraft and its recorders.

The National Transportation Safety Board has been gathering information about the accident, while Canadian aviation authorities are also involved because the aircraft was Canadian-registered and its crew members were Canadian.

The tragedy has touched three countries. Canadian officials said they were working with American authorities and expressed concern for the missing crew, while Bermuda officials remained in contact with the relatives of the two Bermudians aboard.

Before the debris was located, Bermuda Premier David Burt expressed hope that the occupants would still be found alive.

“My thoughts are with everyone on board and their families during this deeply worrying time,” Burt said. “We are praying that all six people will be found safe, and we thank the search and rescue crews for their continuing efforts.”

Canadian Transport Minister Steven MacKinnon likewise said authorities were closely following developments.

“My thoughts are with everyone on board, as well as their families, loved ones and colleagues during this incredibly difficult time,” MacKinnon said. “We are closely monitoring the situation and are working with the relevant authorities as search and rescue efforts continue.”

The investigation now turns from rescue to determining exactly what happened during the short and frightening interval between the first indication of electrical trouble and the Gulfstream’s disappearance from radar.

For now, the known sequence is stark: a routine medical evacuation left Bermuda for Boston; the pilots reported trouble as they approached Massachusetts; the aircraft apparently began operating with severely impaired communications or navigation; it plunged approximately 13,000 feet; and then, over the dark Atlantic south of Nantucket, “Heartbeat 104” disappeared.

{Matzav.com}

Manhattan’s office market has staged a remarkable comeback from the dark predictions of the pandemic era, with companies gobbling up space, availability falling to its lowest levels since 2020 and rents for top-tier buildings surging as employers compete for increasingly scarce premium offices, the NY Post reports.

The turnaround is a striking reversal from the so-called “doom loop” that many analysts warned could engulf New York City after COVID emptied Manhattan’s skyscrapers and remote work raised questions about whether workers would ever return in large numbers.

Instead, Manhattan’s roughly 450 million square feet of office inventory is filling rapidly, while major brokerages are reporting that the tightening market is pushing rents higher. Third-quarter leasing remained well above historical averages, continuing an unusually strong run of demand stretching back several quarters.

The numbers from several of the city’s largest commercial real-estate firms show how dramatically conditions have shifted. Colliers and Savills put Manhattan office availability at approximately 13% in their latest third-quarter surveys, around the lowest level recorded since the early months of the pandemic.

The improvement has been building throughout 2026. By the end of the first half of the year, Manhattan had recorded its strongest first-half leasing activity since 2002, and availability had fallen dramatically from its post-pandemic peak. The momentum continued through the summer and into the third quarter.

Rents have followed demand upward. CBRE found that Manhattan asking rents had increased from a year earlier, but CBRE research director Michael Slattery cautioned that citywide averages obscure just how competitive the market has become for the offices companies most want.

“asking rent averages don’t tell the full story,” said CBRE research director Michael Slattery.

“The best space is being leased quickly, leaving lower-quality space on the market. As a result, rent growth for the most desirable floors is likely higher than overall figures suggest,” he added.

That divide between highly desirable modern offices and older, less competitive buildings has become one of the defining characteristics of Manhattan’s recovery. Companies are aggressively pursuing newer buildings with modern amenities, attractive locations and high-quality space, leaving tenants with fewer choices in the upper end of the market.

Colliers reported that Midtown asking rents climbed from $80.71 per square foot to $84.99 over the past year. Across Manhattan, Class A asking rents reached record territory during the third quarter, underscoring the strength of demand for premium offices.

Savills similarly found substantial rent growth in the most desirable segment of the market, with asking rents for top-quality space rising sharply over the year. Its third-quarter report recorded 10.3 million square feet of Manhattan leasing, bringing the total for the first nine months of 2026 to 33.5 million square feet, 5.6% ahead of the comparable period last year.

Colliers measured just over 10 million square feet of third-quarter leasing and found that the quarter surpassed both five-year and ten-year historical averages. It marked the fourth consecutive quarter in which Manhattan leasing exceeded 10 million square feet, a streak the firm said had not occurred since 2002.

Driving much of the demand are the industries that have traditionally consumed large amounts of Manhattan office space — finance, insurance, real estate and law — joined by an increasingly important new force: artificial intelligence.

Finance, insurance, real-estate, technology and law firms together have accounted for the overwhelming majority of major leasing activity this year, with technology companies emerging as particularly aggressive consumers of space.

One of the most dramatic examples is Anthropic, the artificial-intelligence company behind Claude. The company agreed to lease the entire 16-story building at 330 Hudson Street in Hudson Square, totaling approximately 466,000 square feet — an enormous expansion from the roughly 15,000 square feet it previously occupied in Manhattan.

The Anthropic transaction ranked among the largest Manhattan leases of the third quarter and provided a vivid illustration of how rapidly growing AI companies are reshaping parts of the office market. Other technology companies have also taken substantial space as the sector expands its New York workforce.

Dell has meanwhile established a significant presence at 1 Penn Plaza, adding another major technology name to the companies competing for Manhattan offices.

Law firms are providing another powerful source of demand. Simpson Thacher & Bartlett finalized a massive lease of approximately 916,000 square feet at 570 Fifth Avenue, a new Midtown office tower under development by Extell.

Proskauer Rose, meanwhile, renewed its lease and expanded its footprint at 11 Times Square to approximately 478,000 square feet, making it one of the largest transactions of the third quarter.

The surge in leasing has created a problem few expected Manhattan landlords to face so soon after the pandemic: in the buildings tenants most want, there simply is not much room left.

Vacancy and availability in the best modern, amenity-rich properties have tightened dramatically, leaving large companies seeking immediate expansion space with surprisingly few options.

“I have law tenants who want to add more than 50,000 square feet and there’s close to zero available,” said a prominent commercial broker who declined to be named.

“Forget the pandemic — we haven’t seen a market so tight for premium floors since before 9/11,” the broker added.

The scarcity is particularly striking because only a few years ago New York’s enormous inventory of empty and subleased offices fueled predictions of a prolonged commercial real-estate crisis. At the pandemic-era peak, Manhattan office availability had climbed above 18%, leaving tens of millions of square feet competing for tenants.

That excess inventory has since been shrinking steadily. Colliers reported that available Manhattan office space had fallen by roughly one-third from its post-pandemic peak, while sublease inventory has dropped to levels not seen since before the pandemic.

The third-quarter surge was spread across Manhattan rather than confined to a single neighborhood. Major leases, renewals and expansions were recorded from the World Trade Center area through Midtown and the Plaza District, with both established buildings and projects still under construction attracting commitments.

At 625 Madison Avenue near East 58th Street, General Atlantic signed a long-term lease for more than 150,000 square feet across five floors in Related Companies’ planned 53-story tower. The building is not expected to open until 2029, but General Atlantic has already committed to making it its new global headquarters.

The investment firm plans to house more than 330 New York employees there, demonstrating that tenants are willing to make large, long-range commitments even as other companies insist they need space immediately.

That need for immediate occupancy is creating an unusual squeeze. Several major office towers are planned, including Vornado Realty Trust and Ken Griffin’s 350 Park Avenue, BXP’s 343 Madison Avenue and SL Green’s 346 Madison Avenue, but those projects will not deliver large blocks of new space for years.

For companies that need to expand now, future towers do little to solve the immediate shortage.

“Nobody’s moving to New Jersey yet, but some companies are thinking about it for support staff,” the broker said.

The possibility illustrates how tight certain portions of the Manhattan market have become. Businesses that once could choose among numerous large blocks of high-quality space are increasingly being forced to compromise on location, wait for future construction or consider placing some employees outside Manhattan.

JLL broker Kristen Morgan recently described the same problem among technology and artificial-intelligence companies looking for large blocks of office space in Hudson Square. A proposed new tower there could take roughly 18 months to build, she said, while fast-growing companies are looking for offices immediately.

The broader recovery does not mean every Manhattan office building has escaped the problems created by remote and hybrid work. Older properties with outdated layouts, fewer amenities or less desirable locations continue to face considerably more pressure than trophy and Class A towers, and some obsolete office properties remain candidates for conversion to residential use.

But that divide is itself helping explain why broad market statistics can understate the intensity of the current competition. A substantial amount of nominally “available” Manhattan office space is not necessarily space that major employers actually consider competitive for their needs.

For landlords controlling the buildings companies do want, the shift has increasingly translated into higher rents, fewer concessions and greater leverage in negotiations — conditions almost unimaginable when empty Midtown towers and abandoned offices dominated discussions about New York’s post-pandemic future.

Five years after predictions that remote work could send Manhattan commercial real estate into a self-reinforcing “doom loop,” the immediate challenge in the most desirable corners of the market has become almost the reverse: employers are expanding, the best floors are disappearing quickly, and some companies cannot find enough premium space to accommodate the workers they want to put back in their offices.

{Matzav.com}

Al Qaeda supporters are openly calling for new attacks on American and Israeli air travelers in the wake of the attempted terrorist takeover of a Flydubai flight to Tel Aviv, invoking both the September 11 attacks and last week’s near-disaster while praising the alleged attacker and urging others to follow his example.

The chilling appeal appeared Friday in al-Bayan, a weekly publication launched in July by supporters of Al Qaeda, and explicitly connected the September 30 attack aboard Flydubai Flight FZ1073 with the September 11, 2001 terrorist attacks in the United States.

“The war isn’t over yet — planes carrying Zionists, Americans and all the other infidels fighting against Islam are still hovering in the skies and can be targeted, as happened on September 11th and 30th,” the Arabic-language article threatened.

The propaganda was accompanied by imagery of an aircraft striking the World Trade Center on September 11 alongside material referring to the attempted takeover of the Dubai-to-Tel Aviv flight.

The publication went on to suggest that additional attacks could be carried out even by individuals who do not formally belong to Al Qaeda or share all of its religious beliefs.

“America and the Zionists have far more enemies today than before,” the article said. “Perhaps a man who does not believe in God will target them and his operation will ultimately benefit Islam.”

It then added an explicit threat against the United States: “The day will come when the empire of evil America will end.”

The material was reportedly being distributed through Telegram channels connected to the publication on Saturday before apparently being removed.

The propaganda has drawn additional scrutiny because of disturbing material that appeared on social-media accounts belonging to Hamam al-Hammami, the 29-year-old Omani co-pilot accused of attacking the captain of Flight FZ1073 and attempting to seize control of the aircraft.

About nine hours after the attack had been thwarted — when al-Hammami was already in custody — a series of posts appeared on accounts associated with him on LinkedIn and Instagram. The accounts were subsequently deleted.

It remains unclear who uploaded the posts, whether someone else had access to the accounts or whether the material had been scheduled for automatic publication before the attack.

One of the videos contained cockpit footage focusing on nearby Israeli aircraft, including El Al planes. In one portion of the footage, a cockpit display showed the date October 11, 2023, during the period when al-Hammami was working for Oman Air.

The video concluded with images of two notorious Al Qaeda figures: Ayman al-Zawahiri, who succeeded Osama bin Laden as the terror organization’s leader and was killed in a U.S. drone strike in Afghanistan in 2022, and Humam Khalil Abu-Mulal al-Balawi, the Jordanian doctor who carried out a devastating suicide bombing against CIA personnel in Afghanistan in 2009.

The appearance of al-Balawi in the material has particularly caught the attention of terrorism specialists because of potential parallels between the two men’s backgrounds.

Terrorism expert Evan Kohlmann initially said Al Qaeda supporters appeared to be attempting to capitalize on the Flydubai attack after the fact. But the social-media material associated with al-Hammami, he said, could substantially alter the picture.

“It’s interesting, if this is accurate, then he probably isn’t an ISIS supporter,” Kohlmann said.

“I think what stands out to me most here is the reference to Humam al-Balawi.”

Al-Balawi was a physician who became known in jihadist circles through his activity on extremist internet forums. Jordanian intelligence subsequently recruited him as an asset and he eventually became involved in an intelligence operation with the CIA, which believed he could help penetrate Al Qaeda’s senior leadership.

Instead, al-Balawi remained loyal to Al Qaeda. In December 2009, he entered Forward Operating Base Chapman in Afghanistan and detonated a suicide vest, killing seven CIA officers and contractors as well as a Jordanian intelligence officer. The attack was one of the deadliest suffered by the CIA in decades.

Kohlmann noted that al-Balawi’s professional and educational background had made his transformation into a suicide bomber particularly startling to intelligence officials.

“It was a shock to everyone that someone from that kind of professional, successful background would blow himself up on behalf of Al-Qaida,” he said.

Investigators are now examining whether the reference to al-Balawi held particular significance for al-Hammami, who similarly came from a professional background and had established a career in commercial aviation.

Al-Hammami was born in the United Arab Emirates to an Omani father and Syrian mother and spent several years of his life in the UAE. He later studied abroad, including in Britain and Australia, and pursued a career as a commercial pilot.

His employment history has become a central part of the widening international investigation. A LinkedIn profile associated with al-Hammami indicated that he spent approximately seven years with Oman Air before leaving in February 2025. He subsequently worked for Royal Air Maroc before joining Flydubai, where Israeli officials say he had been employed for approximately eight months before the attack.

Multiple reports have indicated that al-Hammami was removed from flying duties while at Oman Air because of concerns about extremist views and was reassigned to another position. Other reports have alleged that extremist material was discovered on his electronic devices.

Those allegations have not been publicly substantiated in detail by Oman Air or the Omani government, and investigators are examining what information existed at the time, whether it was shared with other governments or airlines, and what background checks were conducted before Flydubai hired him.

The social-media material discovered after the attack has added another dimension to those questions. Along with the video featuring al-Zawahiri and al-Balawi, another post reportedly included an AI-generated image depicting the Islamic holy sites in Mecca, Medina and Yerushalayim connected by a glowing path, accompanied by a poem speaking of rejecting humiliation, refusing to fear death and defending one’s dignity.

The September 30 attack itself came perilously close to catastrophe. According to UAE authorities, al-Hammami attacked Captain Smit Machchhar inside the cockpit with an emergency crash axe and attempted to take control of the aircraft.

The violent struggle sent the aircraft plunging thousands of feet as Machchhar fought his attacker. Despite suffering serious injuries, the captain managed to open the cockpit, allowing crew members and passengers to intervene and overpower al-Hammami.

Two additional Flydubai pilots who were aboard the aircraft were then able to take control. Flight FZ1073 was diverted to Tabuk, Saudi Arabia, where it landed safely. Al-Hammami was detained by Saudi authorities before subsequently being transferred to the UAE.

UAE Attorney-General Hamad Saif Al Shamsi has now formally characterized what occurred aboard the flight as an attempted terrorist attack, the strongest official determination yet regarding the nature of the incident.

Investigators are continuing “to uncover all the circumstances of the incident, its motives, and related connections, in addition to completing technical examinations and examining physical and digital evidence,” according to the UAE prosecutor.

Israeli officials have said they believe al-Hammami underwent Islamist radicalization, while reports in Israel have specifically linked his ideology to Al Qaeda. Prime Minister Benjamin Netanyahu has said the emerging evidence indicates that the incident was an attempted mass-casualty terrorist attack rather than an ordinary cockpit altercation.

The investigation has expanded well beyond the UAE and Israel. Australian authorities are examining al-Hammami’s years in Australia, where he arrived on a student visa in 2014 and reportedly spent approximately two years studying before his visa was ultimately canceled in 2019 after his enrollment lapsed. Australian Federal Police, Victoria Police and the Australian Security Intelligence Organisation are reviewing his connections and activities in the country.

Authorities are also examining his time in Britain, where he completed aviation-related studies. The international probe is attempting to reconstruct not only his professional career but the progression of his alleged radicalization and whether he established contacts with extremist individuals or organizations along the way.

The Al Qaeda propaganda appearing after the attack does not establish that al-Hammami was an Al Qaeda operative or that the organization directed the attempted takeover. No public evidence has yet demonstrated that he received instructions from Al Qaeda, communicated with its leadership or carried out the attack on the organization’s behalf.

That distinction remains central to the investigation. Terrorist organizations frequently celebrate attacks they did not organize and attempt to transform individuals who acted independently into symbols for future recruits. Authorities are therefore working to determine whether Al Qaeda is merely exploiting al-Hammami’s attack for propaganda purposes or whether there was some connection predating the incident.

The newly discovered social-media material has made that question considerably more urgent. The references to al-Zawahiri and particularly al-Balawi indicate at minimum an apparent familiarity with prominent figures associated with Al Qaeda, while the timing of the posts — appearing hours after al-Hammami had already been arrested — has left investigators trying to determine who actually published them.

The Transportation Security Administration said it is following the investigation and coordinating with other authorities in response to the aviation-security implications of the attack.

“TSA is aware of the security incident involving flyDubai and are closely monitoring the situation,” the agency said.

“The safety and security of passengers, employees, and aviation operations remain our highest priorities. We are coordinating with appropriate aviation, law enforcement, and international partners to assess available information.”

The case has also triggered a major examination of aviation-security procedures in Israel and the UAE after revelations that al-Hammami had previously been the subject of concerns over extremist views yet was subsequently hired by Flydubai and permitted to repeatedly serve aboard flights bound for Israel.

Israeli authorities reportedly received the passenger and crew information for Flight FZ1073 before the aircraft departed Dubai, but al-Hammami was not flagged. Israel and Oman do not maintain diplomatic relations, raising additional questions about how an Omani national was assigned to an Israel-bound flight and whether existing nationality restrictions on foreign airline crews were properly enforced.

Flydubai has suspended service between Dubai and Tel Aviv following the incident, while authorities in several countries continue examining al-Hammami’s history, digital activity and possible contacts.

For counterterrorism officials, the investigation now has two distinct dimensions: determining whether al-Hammami acted entirely on his own or had outside assistance, and confronting an Al Qaeda propaganda apparatus that is already seeking to turn the failed attack into a model for another one.

The immediate disaster aboard Flight FZ1073 was prevented when the wounded captain, crew members, passengers and reserve pilots managed to regain control of the aircraft. The danger authorities are confronting now is that extremists are openly urging someone else to try again.

Tucker Carlson has ignited a fierce controversy after questioning why Britain fought Nazi Germany in World War II, arguing that London had no reason to enter the conflict over Poland and repeating elements of Adolf Hitler’s justification for the 1939 invasion — remarks that prompted former British cabinet minister Sir Jacob Rees-Mogg to tell Carlson that he was “verging on defending Hitler.”

The extraordinary exchange came during a lengthy interview between Carlson and Rees-Mogg that was initially centered on Britain’s military preparedness, Russia and the war in Ukraine. Their discussion eventually turned to civilian casualties in wartime and then to the Second World War itself.

“I think it’s very difficult to have fought the Second World War without innocent people being killed,” Rees-Mogg said.

Carlson responded by questioning the premise of Britain’s involvement altogether.

“I’ve never understood why fight the Second World War in the first place?” Carlson said.

Rees-Mogg appeared taken aback.

“Well,” he replied, “that’s a very fundamental question.”

Carlson then turned to Hitler’s invasion of Poland, which began on September 1, 1939 and led Britain and France to declare war on Germany two days later. Britain had given Poland a security guarantee earlier that year as Hitler’s expansion across Europe accelerated.

Rees-Mogg argued that Hitler had already demonstrated an appetite for continued territorial expansion, telling Carlson, “Hitler would’ve taken as much as he could’ve done, as he was showing.”

Carlson pushed back by invoking Germany’s territorial losses after World War I.

“Well, Hitler said that 15% was once Germany and it was given to Poland at the Treaty of Versailles. That was German territory with Germans in it. That was his case. And by the way, that was true.”

Carlson insisted that he was not defending Hitler, but said the Nazi invasion should not be portrayed as an inexplicable act of aggression divorced from Germany’s territorial grievances after World War I.

“I’m certainly not here defending Hitler. I’m just saying the idea that Hitler just randomly rolled into Poland is a lie and everyone believes it because they know nothing about the actual facts. But the truth is, Germany had big pieces of it carved off, including part of Prussia and it was given to this other country. It infuriated the Germans. Maybe it shouldn’t have, but it did. And that was the justification for it.”

He then argued that none of those disputes justified Britain entering the war.

“The U.K. had nothing to do with it at all,” Carlson said.

Rees-Mogg countered that Britain had commitments to its allies, but Carlson maintained that entering the war had ultimately devastated Britain.

“They destroyed their empire and their country fighting this war that they still pretend was a good idea, but it wasn’t,” Carlson said.

Rees-Mogg strongly rejected that assessment.

“It was fundamental. It was the classic good-versus-evil,” he said.

Carlson asked whether Britain had actually benefited from defeating Nazi Germany.

“Has the U.K. benefitted from it?” he asked.

“We did the right thing,” Rees-Mogg replied.

“Is it a better country than it was?” Carlson asked.

“To have defeated Hitler? Yes,” Rees-Mogg answered.

Carlson pressed him again: “So, the U.K. is a better country now? It’s a healthier country now?”

Rees-Mogg responded with a familiar argument about what Nazi victory might have meant for Britain.

“Otherwise, we’d all be speaking German.”

“Who cares?” Carlson shot back.

“I do,” Rees-Mogg replied.

Carlson continued, “There are a lot of people in Britain who can’t speak English. So, it would be nice to have like, at least a European language spoken in your country.”

“No, I see no advantage speaking German over any other language. We want to speak English, thank you so much,” Rees-Mogg responded.

The debate later became even sharper when Carlson argued that Hitler had repeatedly indicated that he did not want a war with Britain. Rees-Mogg cautioned Carlson against taking Hitler’s declarations at face value, noting the Nazi dictator’s record of making assurances and then violating them.

“You seem to be putting more trust in Hitler than I would,” Rees-Mogg told him. “He said all sorts of things.”

Rees-Mogg then directly confronted Carlson over the direction of his argument.

“I’m very surprised you’re verging on defending Hitler. I think this is not really what you want to be doing,” he said.

Carlson answered sarcastically before explicitly rejecting the accusation.

“Yeah, I guess I’m just a secret Nazi,” he said. “I’m actually not a secret Nazi. And hardly a public Nazi. I’m just someone who tries to think clearly about cause and effect.”

“I’m reassured,” Rees-Mogg replied.

Rees-Mogg maintained that Nazi Germany eventually would have turned against Britain regardless of whether London initially stayed out of the conflict.

“Germany would have invaded us,” he said.

Historically, Carlson’s argument touches on genuine German resentment over the territorial settlement imposed after World War I, but Hitler’s attack on Poland went far beyond an effort to recover German-populated territory. Nazi Germany and the Soviet Union had secretly agreed in August 1939 to divide spheres of influence in Eastern Europe, and after Germany invaded Poland from the west on September 1, Soviet forces invaded from the east on September 17.

Nazi rule in occupied Poland subsequently involved mass executions, deportations and persecution, culminating in the systematic murder of Polish Jewry and millions of other victims.

Britain’s decision to declare war also followed years of German expansion. Hitler had remilitarized the Rhineland, annexed Austria in 1938 and, after the Munich Agreement transferred the Sudetenland to Germany, occupied the remaining Czech lands in March 1939. Britain subsequently guaranteed Poland against German aggression.

The Carlson-Rees-Mogg clash therefore centered on a broader historical question: whether Britain could or should have remained outside the European conflict as Nazi Germany continued expanding across the continent.

Carlson repeatedly framed the issue through what the war ultimately cost Britain, arguing that victory over Germany came alongside the collapse of the British Empire, enormous loss of life, economic devastation and a diminished international position. Rees-Mogg countered that those costs did not make the decision to resist Hitler wrong.

The remarks quickly generated criticism from prominent conservatives on both sides of the Atlantic. Among the sharpest responses came from U.S. Ambassador to Israel Mike Huckabee.

“When it seemed impossible for Toxic Tucker to descend deeper into the sewer here he goes opining that UK should have let Nazis take over. Forget that Hitler murdered 11 million people? I thought Tucker was against killing? He needs help. Serious help.”

Sen. Ted Cruz also rejected Carlson’s argument.

“Yes, Tucker, the UK is better off for winning WWII. America is better off for winning WWII. And the world would be much worse off if the Nazis had won WWII. This is not complicated.”

The controversy is not Carlson’s first involving revisionist arguments about World War II. In 2024, he hosted Darryl Cooper for an interview in which Cooper described Winston Churchill as the “chief villain” of World War II, triggering widespread criticism from historians and political figures. Carlson defended the decision to host Cooper as part of a willingness to challenge accepted historical narratives.

The latest discussion arose as Carlson challenged Rees-Mogg’s support for Britain maintaining a strong defense posture and continuing to support Ukraine against Russia. Carlson repeatedly questioned whether Britain was risking another catastrophic conflict by confronting Moscow, while Rees-Mogg argued that military preparedness and Western support for Ukraine are intended to deter aggression rather than provoke a war.

Israeli Prime Minister Binyomin Netanyahu has delivered a blistering assessment of Britain’s deteriorating relationship with Israel, saying he still considers the United Kingdom an ally but accusing its government of “appeasing” Islamist forces, attacking the country that is helping protect Britain from terrorism and risking turning itself into a “rogue state.”

In an extensive interview with the Daily Mail, Netanyahu drew a sharp distinction between Britain itself and the policies of its current government, arguing that the longstanding alliance between the two countries remains important even as relations between Yerushalayim and London have deteriorated dramatically.

“It’s not very good, is it? I mean, when they appease our common enemies and attack us, it doesn’t say much,” Netanyahu said when asked about the state of the relationship.

Netanyahu argued that domestic political pressures inside Britain are increasingly influencing the government’s approach toward Israel and Islamist movements.

“There is a pressure from inside Britain to appease these various Islamist forces in Britain,” Netanyahu said. “And once you start appeasing, you don’t stop. That’s what we learn. Churchill called it the slumber of democracies. And by that, he meant the democracy sort of slumbers while their enemies begin to attack them… until they hear the jarring gong of danger.”

His comments came amid one of the most strained periods in Israeli-British relations in years. Britain has moved sharply against Israeli policies in recent months, including banning trade in goods from Israeli communities in Yehuda and Shomron and imposing additional sanctions connected to Israeli activity there.

Netanyahu portrayed the dispute as part of a much larger ideological struggle, saying Israel’s wars against Hamas, Iran and other Islamist forces are being fought on behalf of the broader West as well.

He described the conflict as one of “Western civilization against these barbarians. And there’s so much deception. There’s so much propaganda. I mean, trying to glorify Hamas, trying to glorify the Islamists that have killed Britons. It killed Americans; it killed Israelis. It killed nationals of dozens and dozens of countries.”

Netanyahu rejected what he described as the demonization of Israel in Britain and elsewhere in Europe, arguing that Israel is simultaneously defending itself and helping protect other countries in the region from Iran and its proxies.

“And Israel is painted as this great devil. We’re not the devil. We’re a tiny country fighting here in the heart of the Middle East, not only to protect ourselves but also to protect the modern Arab states against the Iranian domination and these murderous proxies.”

The prime minister then pointed to intelligence cooperation between Israel and Britain, claiming Israeli intelligence has repeatedly supplied information that helped British authorities prevent terrorist attacks.

That issue has become particularly prominent following the recently uncovered suspected plot targeting RAF Fairford, the British air base that has hosted American bombers involved in operations against Iran. British authorities have said there are strong indications of Iranian involvement in the suspected plot.

Netanyahu has asserted that Israeli intelligence warned Britain about the threat before British authorities moved against the suspects.

“It was stopped. It was prevented,” Netanyahu said. Without Israel’s intelligence assistance, he added, “it would probably have gone through, and we don’t know how many British lives would have been lost.”

Netanyahu had made the same allegation days earlier during an interview with Fox News, saying that Israel had provided Britain with information about the suspected Iranian-backed operation shortly before London took additional punitive measures against Israel.

“We gave the Brits the intel that there was going to be an attack and that it’s an Iranian-sponsored attack, and pretty much the next day they slapped sanctions on us. It’s wild.”

The RAF Fairford case has taken on added significance after British police arrested several suspects in connection with the alleged plot. The U.S. Air Force subsequently withdrew its bombers stationed at the base, returning B-1 and B-52 aircraft to bases in the United States.

The suspected Iranian connection has sharpened Netanyahu’s criticism of London. He argued that Britain is benefiting from Israeli intelligence while simultaneously adopting policies hostile to Israel, even as Israel fights the same forces threatening British security.

“It’s mind-blowing hypocrisy; I don’t know how many lives we have saved by giving Britain information about impending attacks,” Netanyahu said, adding that British authorities are “appeasing; they’re attacking Israel, [the country] that is fighting the terrorists in the terrorist regime that is attacking them. They appease their enemies, and they attack their protectors.”

Asked whether Israel would continue providing Britain with intelligence despite the worsening political relationship, Netanyahu declined to commit publicly to what future cooperation would look like.

He said he “wouldn’t get into that,” while emphasizing that until now, “Israeli intelligence has repeatedly helped protect Britain from attacks.”

Netanyahu went further in his criticism of the British government, accusing it of allowing electoral considerations and pressure from anti-Israel and Islamist constituencies to shape foreign policy.

“In order to ingratiate itself with its political base, [the British government] has gone rogue. Like a rogue state,” Netanyahu said, arguing that Britain’s political establishment should recognize the “Islamist Leftist alliance as natural adversaries.”

Netanyahu argued that there is a fundamental contradiction between the values professed by Britain’s political left and those of the Islamist movements with which he says elements of the left have aligned themselves.

“What do these people do? ….they deprive women of any rights. They murder their own people in Gaza, or Lebanon, or Iran. Executing all their enemies. They are the opposite of democracies,” he said.

“And what does the government in Britain do? It turns on the one democracy that is fighting these monstrous regimes in this terrible state, the worst terrorist state on the planet. That’s what Britain is doing,” Netanyahu claimed.

The criticism follows another diplomatic clash between Netanyahu and London this summer, when the Israeli prime minister referred to the country as the “Islamic Republic of Britain.” The British government called that characterization “completely unacceptable” and raised the matter directly with Israeli officials.

Netanyahu has framed Britain’s changing politics as part of a broader challenge facing Western Europe, arguing that governments unwilling to confront radical Islam and uncontrolled migration could eventually find their national character fundamentally altered.

In his latest interview, he warned that Britain risks reaching precisely that point if it does not regain control of its borders.

Netanyahu said that if “the British didn’t regain control of its borders, then they would lose Britain.”

Despite the extraordinary severity of his criticism, Netanyahu stopped short of declaring the historic relationship between the two countries broken. He said he continues to regard Britain as an Israeli ally and expressed hope that the current trajectory can still be reversed.

“There’s still time for Britain to recover, to regain its senses. I hope that it does, because we’ve had an extraordinary relationship with Britain over the decades, and I’m the first one to regret that it’s… that it’s gone where it’s going,” Netanyahu concluded.

{Matzav.com}

A bitter dispute over responsibility for screening foreign airline crews has erupted in Israel following the attempted Flydubai attack, with the Israeli Transportation Ministry insisting that it does not conduct intelligence background checks on foreign pilots even as government documents reportedly show that the ministry was assigned responsibility for overseeing the security of foreign flights — and had been warned for years that the system was dangerously inadequate.

The questions have become especially urgent after it emerged that the United Arab Emirates transmitted information about the passengers and crew of Flydubai Flight FZ1073 to Israel before the aircraft departed Dubai. The list included the name and nationality of co-pilot Hamam al-Hammami, the 29-year-old Omani accused of attacking Captain Smit Machchhar and attempting to seize control of the Tel Aviv-bound aircraft.

The Israel Tax Authority, which operates the National Center for Passenger Assessment, has confirmed that the passenger and crew information was received from Flydubai. However, the Transportation Ministry says that its own Security Division never received the crew list and does not have access to such lists.

That has left Israeli authorities confronting the central question of how al-Hammami — an Omani national who reportedly had already been flagged over extremist activity during his earlier aviation career — was permitted to repeatedly fly into Israel without being stopped.

The Transportation Ministry has strongly rejected claims that it was supposed to independently investigate the intelligence background of every foreign pilot entering Israeli airspace.

“We are not an intelligence body that checks the intelligence background of foreigners,” a representative of the ministry’s Security Division said. “We have no forces abroad. We have no staff that checks every person there.”

Transportation Minister Miri Regev has similarly argued that intelligence assessments regarding threats are the responsibility of Israel’s security agencies.

“Those who are supposed to say what the threat level is, and whether you can travel to a given destination, are security officials,” Regev said.

The ministry says its system instead requires foreign airlines to screen their own personnel and comply with Israeli restrictions governing who may serve aboard flights entering the country. Flydubai, according to the ministry, had explicitly committed to carrying out the necessary background checks on its crews.

“Flydubai received explicit instructions, committed to carrying out the required background checks on its crews and announced in writing that it had implemented the national restrictions on flights to Israel in the crew assignment system,” the ministry said.

“The list of crew members for flight FZ1073 was not received by the Transportation Ministry, and the Security Division does not have access to the flight lists,” it added.

The ministry said the incident remains under investigation and that any violation of the security requirements will be addressed.

“The incident is under investigation by security officials,” the ministry said. “To the extent that a deviation from the instructions is found, it will be handled accordingly.”

The explanation, however, has intensified rather than quieted the controversy because internal government documents reportedly show that senior Israeli officials had spent years debating precisely this problem: who was responsible for ensuring that foreign airlines and their personnel did not pose a security threat to Israel.

A 2021 cabinet decision shifted responsibilities away from the Shin Bet and placed responsibility for overseeing certain aspects of foreign-flight security with the Transportation Ministry and the Civil Aviation Authority. The Civil Aviation Authority was tasked with ensuring that security arrangements in foreign countries not classified at the highest risk level complied with international requirements.

By 2023, concerns were already being raised about the ability of the existing system to identify dangerous foreign crew members. A meeting involving the National Security Council, Shin Bet and Mossad reportedly examined the vulnerabilities associated with foreign airline personnel flying into Israel.

The problem was not theoretical. Pilots and crew members holding citizenship from countries without diplomatic relations with Israel — including Iran, Lebanon and Pakistan — had reportedly reached Ben Gurion Airport on foreign carriers in previous years. Omani nationals also entered Israel as airline crew members on numerous occasions.

A confidential State Comptroller report in 2024 reportedly found deficiencies in the government’s handling of foreign-flight security. That same year, the cabinet instructed the National Security Council to establish an interagency team involving the Transportation Ministry, Civil Aviation Authority, Shin Bet, Mossad and Finance Ministry to examine the security structure governing international commercial flights into Israel.

Those discussions exposed a fundamental problem: the Transportation Ministry was being asked to assume responsibility for an area requiring intelligence capabilities that ministry officials said they did not possess.

The Shin Bet reportedly maintained that it lacked the personnel and budget necessary to resume responsibility for screening foreign flights. The National Security Council, meanwhile, concluded that the Transportation Ministry should fulfill its responsibility but acknowledged that the Civil Aviation Authority would require additional manpower and funding to do so effectively.

Inside the Transportation Ministry itself, there was significant opposition. Security officials reportedly warned that the ministry simply lacked the tools necessary to determine whether a seemingly ordinary foreign crew member had a dangerous background in another country.

According to one official familiar with the discussions, “The entire professional team at the Transportation Ministry strongly opposed the transfer of authorities, except for the head of the Civil Aviation Authority, Shmuel Zakai.”

“They all stood up and told Minister Miri Regev that it would be a grave mistake to take on such a huge responsibility.”

Despite those objections, Prime Minister Benjamin Netanyahu ultimately determined in 2025 that responsibility for the security framework surrounding foreign flights would remain with the Transportation Ministry.

Even before that final decision, the National Security Council reportedly issued a written warning in March 2025 stating that the Transportation Ministry was not adequately carrying out its role in overseeing the security arrangements for foreign flights.

Particularly troubling is the claim that despite acknowledging that it lacked the intelligence capabilities necessary to independently vet foreigners, the Transportation Ministry did not request assistance from the Shin Bet or Mossad to investigate individual passengers or crew members.

Critics say the intelligence agencies themselves were aware of the gap but did not step in to fill it.

“The Shin Bet and Mossad knew full well that the Transportation Ministry was in pieces, that it had no people, no positions, and no capabilities,” one source familiar with the process said. “How did they just shrug off responsibility like that and dump everything on the Transportation Ministry? The responsibility lies with the Transportation Ministry — but the Shin Bet and Mossad also enabled this failure, and the writing was on the wall.”

The Transportation Ministry has rejected that account as “completely false,” arguing that responsibility for aspects of foreign-flight security has existed within the ministry for decades and was not suddenly transferred to it in recent years.

The ministry has also pointed to two previous committees headed by the National Security Council that recommended establishing a dedicated national aviation-security authority responsible for all flights. The Transportation Ministry says it supported that proposal, but the recommendations were never implemented.

The immediate security question is complicated further by what Israel apparently knew before Flight FZ1073 departed. UAE authorities provided Israel with the flight’s passenger and crew information, but no Israeli authority raised a warning that prevented al-Hammami from taking his seat in the cockpit.

The ministry maintains that it did not receive that information directly. It also says Flydubai itself had assured Israeli authorities that its system incorporated Israel’s nationality restrictions for flight crews.

Those restrictions have become central to the investigation because al-Hammami is reported to be an Omani citizen. Oman does not maintain diplomatic relations with Israel, and his presence aboard repeated flights to Tel Aviv has raised questions about whether existing nationality restrictions were enforced at all.

The case becomes still more serious in light of reports about al-Hammami’s history. He reportedly trained with Oman Air before concerns arose over extremist material and his ideological views. He was removed from flying duties and reassigned to an administrative position before eventually leaving the airline and later joining Flydubai.

Investigators are now examining whether Flydubai adequately checked his previous employment and whether information held in Oman about his alleged radicalization was ever communicated to the airline or to Israeli authorities.

Al-Hammami reportedly flew to Israel numerous times during his months with Flydubai, meaning the September 30 flight was not his first entry into Israeli airspace. Investigators are also examining allegations that he deliberately sought employment with an airline serving Tel Aviv because he had already conceived a terrorist attack against Israel.

The Transportation Ministry acknowledged another uncomfortable reality during a briefing following the attack: it cannot guarantee that the current system will prevent a similar case from occurring again.

“Nothing is 100% when it comes to security,” a ministry representative said.

Ministry officials reportedly argued that the only way to guarantee that no dangerous foreign pilot ever flies into Israel would be to prevent foreign airlines from serving the country altogether — something that would effectively leave international service largely dependent on Israeli carriers.

The ministry’s Security Division has also been operating with limited staffing. Reports indicate that a relatively small number of permanent government employees oversee a broad range of aviation-security responsibilities, with much of the work performed by contractors. Officials have argued that the division was never equipped to function as an intelligence-screening agency for thousands of foreign aviation personnel.

The Shin Bet had itself previously identified vulnerabilities in the arrangement and reportedly recommended transferring broader oversight to a dedicated aviation-security framework. Yet years of committees, cabinet discussions, warnings and disagreements failed to produce such a body before the Flydubai incident.

Prime Minister Netanyahu has now ordered National Security Council Director Shmuel Ben Ezra to appoint an inspector to conduct a comprehensive review of the security arrangements governing foreign civilian flights to Israel. The inquiry is expected to examine the division of responsibility between the Transportation Ministry, Civil Aviation Authority, Shin Bet, Mossad and other agencies, as well as the flow of passenger and crew information before foreign aircraft depart for Israel.

The government has also tightened rules governing foreign crews following the attack, including restrictions intended to prevent citizens or dual citizens of countries without diplomatic relations with Israel from serving aboard Israel-bound flights.

The investigation is therefore no longer focused solely on how one allegedly radicalized pilot reached the cockpit of a Flydubai aircraft. It is examining a security structure in which an airline says it performed the required checks, the Transportation Ministry says it is not an intelligence agency, the intelligence services had previously identified vulnerabilities, government bodies debated responsibility for years, and Israel nevertheless received information about the flight before takeoff without al-Hammami being stopped.

For Israeli investigators, the question is now not simply how al-Hammami slipped through. It is which agency was supposed to make sure that he could not.

{Matzav.com}