Fly a Jumbo Jet in Only Ten
Easy Lessons:
Use Remote Control
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.
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.
See
also:
http://www.911-strike.com/remote_bb.htm
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...
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