How to "Fly" a Jumbo Jet in Ten Easy Lessons

In the mid-seventies America faced a new and escalating crisis, with US commercial jets being hijacked for geopolitical purposes. Determined to gain the upper hand in this new form of aerial warfare, two American multinationals collaborated with the Defense Advanced Projects Agency (DARPA) http://www.arpa.mil/baa/ on a project designed to facilitate the remote recovery of hijacked American aircraft. Brilliant both in concept and operation, "Home Run" [not its real code name] allowed specialist ground controllers to listen in to cockpit conversations on the target aircraft, then take absolute control of its computerized flight control system by remote means.

From that point onwards, regardless of the wishes of the hijackers or flight deck crew, the hijacked aircraft could be recovered and landed automatically at an airport of choice, with no more difficulty than flying a radio controlled model plane. The engineers had no idea that almost thirty years after its initial design, Home Run's top secret computer codes would be broken, and the system used to facilitate direct ground control of the four aircraft used in the high profile attacks on New York and Washington on 11th September 2001.

In order to make Home Run truly effective, it had to be completely integrated with all onboard systems, and this could only be accomplished with a new aircraft design, several of which were on the drawing boards at that time. Under cover of extreme secrecy, the multinationals and DARPA went ahead on this basis and built "back doors" into the new computer designs. There were two very obvious hard requirements at this stage, the first a primary control channel for use in taking over the flight control system and flying the aircraft back to an airfield of choice, and secondly a covert audio channel for monitoring flight deck conversations. Once the primary channel was activated, all aircraft functions came under direct ground control, permanently removing the hijackers and pilots from the control loop.

Remember here, this was not a system designed to "undermine" the authority of the flight crews, but was put in place as a "doomsday" device in the event that the hijackers started to shoot passengers or crew members, possibly including the pilots. Using the perfectly reasonable assumption that hijackers only carry a limited number of bullets, and many aircraft nowadays carry in excess of 300 passengers, Home Run could be used to fly all of the survivors to a friendly airport for a safe auto landing. So the system started out in life for the very best of reasons, but finally fell prey to security leaks, and eventually to compromised computer codes. In light of recent high profile CIA and FBI spying trials, these leaks and compromised codes should come as no great surprise to anyone.

Activating the primary Home Run channel proved to be easy. Most readers will have heard of a "transponder", prominent in most news reports immediately following the attacks on New York and Washington. Technically a transponder is a combined radio transmitter and receiver which operates automatically, in this case relaying data between the four aircraft and air traffic control on the ground. The signals sent provide a unique "identity" for each aircraft, essential in crowded airspace to avoid midair collisions, and equally essential for Home Run controllers trying to lock onto the correct aircraft.

Once it has located the correct aircraft, Home Run "piggy backs" a data transmission onto the transponder channel and takes direct control from the ground. This explains why none of the aircraft sent a special "I have been hijacked" transponder code, despite multiple activation points on all four aircraft. Because the transponder frequency had already been piggy backed by Home Run, transmission of the special hijack code was rendered impossible. This was the first hard proof that the target aircraft had been hijacked electronically from the ground, rather than by [CIA-inspired] motley crews of actors toting box-knives.

The Home Run listening device on the flight deck utilizes the cockpit microphones that normally feed the Cockpit Voice Recorder (CVR), one of two black boxes armored to withstand heavy impact and thereby later give investigators significant clues to why the aircraft crashed. However, once hooked into Home Run, the CVRs are bypassed and voice transmissions are no longer recorded on the 30minute endless loop recording tape. If Home Run is active for more than thirty minutes, there will therefore be no audible data on the Cockpit Voice Recorders. To date, crash investigators have recovered the CVRs from the Pentagon and Pittsburg aircraft, and publicly confirmed that both are completely blank. The only possible reason for this, is data capture by Home Run, providing the final hard proof that the attack aircraft were hijacked electronically from the ground, rather than by "Arab terrorists".

Many readers might by now be indignant; convinced this is incorrect or misleading information because of "those telephone calls from the hijacked aircraft". Which telephone calls exactly? There are no records of any such calls, and the emotional stories the media fed you in the aftermath of the attack was in all cases third person. We had the media's invisible "contact" at an airline who "said" a hostess called to report a hijacking, and we had a priest (?) who "said" he received a call from a man asking him in turn to call his wife and tell her he loved her.

Presumably this man would have had his wife's name filed in his cell phone, and faced with imminent death would have called her direct. The FAA helped out by claiming that it had "overheard" a heated argument from a cockpit where the radio transmit switch had been left in the "on" position. When push came to shove, the FAA was forced to retract, and admit that the mythical argument was not on the tapes at all.

Critically, the passenger manifests for all four aircraft serve as the final (independent) proof that no alleged hijackers or anyone of Arabic name boarded any of the four aircraft used in the attacks. As Laurence T. May points out: "On September 11, airline check in counters were the only places in the United States that required travelers to present a photo ID in order to travel. A photo ID meant (and still means) a card issued by some branch of civil government. Years ago, the United States government took the first step toward a national ID card when it mandated the requirement that all passengers present a photo ID card before being allowed to get on a commercial airplane.

"This means that the tightest security that the typical American ever confronts is airport security. This is the model for all other security systems governing the general public. Let's go through the check in routine together. Pretend that it's September 11, and you are a check in agent at either a United Airlines counter or an American Airlines counter. It is your job to ask the standard questions.

"Did you pack your own luggage? Have you had it in your possession at all times?" Then you ask for a photo ID. The name on the ID must match the name on the ticket. The photo must match the person presenting the card." And--you guessed it--the name on the ID must match that on the passenger manifest held by the airline ground staff! It seems highly likely that these revealing passenger manifests will magically disappear when the American Government realizes the dangers of allowing the public access to such incriminating documents. To visit a page and copy the lists, click here.

Whether more information will be forthcoming about Home Run is unknown, but nowadays there are large numbers of people apart from the author privy to the basic data. As long ago as the early nineties, a major European flag carrier [Lufthansa] acquired the information and was seriously alarmed that one of its own aircraft might be "rescued" by the Americans without its authority. Accordingly, this flag carrier completely stripped the American flight control computers out of its entire fleet, and replaced them with its own version. These aircraft are now effectively impregnable to penetration by Home Run, but that is more than can be said for the American aircraft fleet.

A casual count indicates that more than 600 aircraft in the USA and elsewhere are still vulnerable and could be used in further attacks at any time, which might help explain why America has been bombing the Afghans primarily with bags of wheat. For the first time in US history, American officials appear to be genuinely fearful of future reprisals, and justifiably so, with 600 giant bombs parked on the wrong side of their missile defense shield.

It is a "Catch 22" situation. In order to make all of the aircraft safe, the flight control systems would have to be stripped out and replaced, at a cost of billions of dollars the airlines cannot afford because they are going broke. Nor is there enough time. The most innovative anti-hijacking tool in the American arsenal, has now become the biggest known threat to American national securit. [Or, more accurately, the security of American's who must fly.]

For the purpose of public reassurance I would like to publish a complete list of aircraft which cannot be affected by Home Run, but I cannot do so for legal reasons. Any aircraft manufacturer not on the list might feel inclined to sue me for defamation and I can't afford that. However, there is nothing to stop me publishing my personal choice of aircraft for a flight from, say, Atlanta to Singapore via JFK, Frankfurt, and Kuala Lumpur.

From Atlanta to JFK I would probably travel on a Boeing 737, and connect with a Boeing 777 for the onward flight to Frankfurt. At Frankfurt I would probably board an Airbus A340 for Kuala Lumpur, and finish the journey on a DC9 or a Fokker 100. Naturally I might be unlucky and pick an aircraft with an intoxicated pilot, or an unrelated mechanical problem, but apart from those minor risks I'd feel pretty safe.

Remember, the Federal Government kept Reagan National airport in downtown Washington, DC shut, despite the fact that none of the "hijacked" planes came from there. However, if it were possible to "take over the controls" of a plane, then it would take less than a minute for planes close to DCA airport to be diverted to a target anywhere in the capital. There were just two aircraft types involved on the 11th of September.

Eventually, after much reluctance, the government has now opened up Reagan National airport again, but ONLY for planes with less than 156 seats. Now what kind of planes previously operating happily out of Reagan National will this new "seating" restriction exclude? Hint: Among a few others, the Boeing 757 and 767.

Cynics might be tempted to conclude that, as usual, "important" politicians and bureaucrats are being provided with discreet special protection from Home Run, while everyday Americans are left to take their chances as best they can, and run the continual risk of being shot down by one of their own F16 fighters. Ignorance may be bliss for some folk, but not for those who have studied this page and realized the implications.

20 January 2002

FORMER GERMAN MINISTER VON BUELOW ALREADY KNEW ABOUT REMOTE CONTROL!

In his interview with the German daily "Tagesspiegel" on January 13th, former German Secretary of Defense Andreas Von Buelow made the following statement:

"There is also the theory of one British flight engineer: according to this, the steering of the planes was perhaps taken out of the pilots' hands, from outside. The Americans had developed a method in the 1970s, whereby they could rescue hijacked planes by intervening into the computer piloting [automatic pilot system]. This theory says [that] this technique was abused in this case..."

Not quite so much a theory as might first appear. When I released the above report about "Home Run" remote control in October 2001, I mentioned that one European flag carrier was aware of the technology, though at that precise point in time I thought it prudent not to name the actual airline:

The European flag carrier which completely stripped the American flight computers out of its aircraft was Lufthansa, the German national airline. Bearing in mind his former posts as Secretary of Defense and Minister of Science and Technology, Herr Von Buelow would have known all about this mammoth but secretive task.

Copyright Joe Vialls, October 2001

So on 9/11 the normal intercept procedures were countermanded and the capacity to utilize Global Hawk technology to redirect the aircraft was not employed for protection of the passengers and crew, but was possibly used in quite a different way.

What can you do about it? Contact your congressman and senators to protest the lack of any congressional hearings and demand hearings to investigate this and other related issues surrounding the events of 9/11. You can find their name, address, email address, phone number or fax number at http://thomas.loc.gov/ . Tell your friends and point them toward this URL and tell them to tell their friends. Pass it on. And choose your air travel vehicle carefully. The "terrorists" are still out there.

Remote Control QU-22 Bombs Jewish Quarter in Hollywood: “Not a Terrorist Attack!” says Department of Homeland Security by Joe Vialls

At 1000 hrs Greenwich Mean Time on 7 June 2003, Australia’s early television news ran some extraordinary Japanese video footage showing a Beech 36 single-engine aircraft rolling into a perfectly controlled 85-degree dive overhead Hollywood, California. With its wings rock-steady, and without the slightest trace of yaw, the Beechcraft accelerated swiftly before plunging vertically into an apartment block in Fairfax, a predominantly Orthodox Jewish quarter located close to the famous Hollywood Sunset Strip. Speed of impact was approximately 250 miles per hour.

Twenty minutes later, stunned by the audacity and accuracy of the attack dive, I called the network and asked if they could send me a few frames of the footage by email, because my VCR was not switched on at the time. “Not a problem,” the Chief of Staff said, “but why are you so interested in the accident?” I told her, which was probably a very unwise thing to do. Within minutes, network “policy” got in the way and I was abruptly disconnected. Forty minutes after that, when the other news networks went to air, the startling Japanese footage had vanished completely; replaced by low-angle ground shots of Jewish volunteer paramedics helping out at the crash site.

The FBI initially sent in counterterrorism, hazardous materials and bomb squad units, but after an urgent telephone call from the Department of Homeland Security, changed its approach completely, stating instead that “a preliminary investigation has determined the crash Friday afternoon was an accident”. This absurd and completely premature judgement was swiftly backed up by local Californian Councilman Jack Weiss, who claimed “This was not a terrorist incident.”

There are only three ways a light aircraft like the Beechcraft 36 in Hollywood can return to earth in accidental circumstances. If the engine fails or runs out of fuel, the aircraft glides at a relatively shallow angle of about 30 degrees, allowing the pilot time [and a little distance] to pick a suitable landing site. If the engine fails and the pilot accidentally loses control and stalls the aircraft completely, it will fall to earth in a spin, unless or until it is physically recovered from that spin by the pilot. If the aircraft suffers major structural failure in mid air [lost or broken wing or elevator or vertical stabilizer], it will flutter towards the ground like a falling leaf. None of these three accidental conditions applied in any way to the Beechcraft 36, which dived rock-steady at 85 degrees and 250 m.p.h. into Hollywood, with its engine screaming at full power.

A rare picture of the Beechcraft QU-22 complete with ground remote-control vehicle What is especially intriguing, is that the aircraft used for the vertical dive on the Jewish Quarter, is “officially” one of the exact types converted for remote control use during the Vietnam War. Modified from the civilian Beech Model 36 Bonanza under the "Pave Eagle II" program, the military-designated “QU-22s” contained several changes for military service. The QU-22 carries an extra generator to power its electronic equipment, and additional fuel in extended wing tip tanks for increased endurance.

more...

Fly a Jumbo Jet in Only Ten Easy Lessons: Use Remote Control
	Gift Ideas.....click here!