Operation 911: NO SUICIDE PILOTS
by Carol A. Valentine | Curator, Waco Holocaust Electronic Museum
|
http://www.Public-Action.com/SkyWriter/WacoMuseum
October 6, 2001--There were no "suicide" pilots on those
September 11 jets. The jets were controlled by advanced robotics
and remote-control technology, not hijackers. Fantastic?
Before I explain, read about the history-making robot/remote-controlled
jet plane.
Global Hawk: Now You Have It ...
The Northrop Grumman Global Hawk is a robotized American military jet
that has a wingspan of a Boeing 737. The excerpts below were taken
from an article entitled: "Robot plane flies Pacific
unmanned," which appeared in the April 24, 2001 edition of
Britain's International Television News:
"The aircraft essentially flies itself, right from takeoff,
right through to landing, and even taxiing off the runway,"
according to the Australian Global Hawk manager Rod Smith.
A robot plane has made aviation history by becoming the first unmanned
aircraft to fly across the Pacific Ocean.
The American high-altitude Global Hawk spy plane made flew (sic)
across the ocean to Australia, defence officials confirmed.
The Global Hawk, a jet-powered aircraft with a wingspan equivalent
to a Boeing 737 [NOTE: two of the aircraft involved in the 911 crashes
were Boeing 757s, two were Boeing 767s] flew from Edwards Air Force
Base in California and landed late on Monday at the Royal Australian
Air Force base at Edinburgh, in South Australia state. . . .
It flies along a pre-programmed flight path, but a pilot monitors
the aircraft during its flight via a sensor suite which provides
infra-red and visual images.
http://www.itn.co.uk/news/20010424/world/05robotplane.shtm
or http://web.archive.org/web/20010707000937/http://itn.co.uk/news/20010424/world/05robotplane.shtm
or http://www.Public-Action.com/911/itn
... And Now You Don't
Then, on September 20, 2001, The Economist published comments from a
former boss of British Airways, Robert Ayling:
On autopilot into the future "Robert Ayling, a former boss of
British Airways, suggested in The Financial Times this week
that aircraft could be commandeered from the ground and controlled
remotely in the event of a hijack ... (as quoted by KC <kettererkey@home.com>
on alt.current-events.9.11 World Trade Center
explosion).
So, even though the ITN article was published on April 24, in September,
after the 911 crashes, Mr. Ayling is pretending Global Hawk
technology is a thing of the future.
Then The New York Times ran this:
. . . In addition, the president [President Bush] said he would give
grants to airlines to allow them to develop stronger cockpit doors and
transponders that cannot be switched off from the cockpit. Government
grants would also be available to pay for video monitors that would be
placed in the cockpit to alert pilots to trouble in the cabin; and
new technology, probably far in the future, allowing air traffic
controllers to land distressed planes by remote control.
("Bush to Increase Federal Role in Security at Airports," The
New York Times, Sept. 28, 2001; emphasis added.)
So, then, right after Operation 911 was pulled off, two men of world
influence were pretending such technology had not yet been perfected.
That was dishonest. And revealing.
Run a Google Advanced Search on the phrase "Global Hawk,"
and you will find additional information. Meanwhile, I have
attached the text of the ITN article at the end of this piece.
Technically speaking, we could have a "suicidal" airplane
fly into a building without a suicidal pilot. Robotics and remote
control technology has developed to the point that a high-altitude
Global Hawk (or a low-altitude Tomahawk cruise missile) can be guided
into collision with a target without a Kamikaze pilot in the cockpit.
America And Its Allies Would Never Attack America!
Now, hold it there! This is US military technology. We all
surely know that the US and its allies would not conspire to attack
America! Or do we?
The Army's School of Advanced Military Studies (SAMS ) thinks
Israel is capable of doing exactly that. On September 10, 2001, The
Washington Times ran a front page story which quoted SAMS officers:
"Of the Mossad, the Israeli intelligence service, the SAMS
officers say: 'Wildcard. Ruthless and cunning. Has
capability to target US forces and make it look like a Palestinian/Arab
act.'" ("US troops would enforce peace under Army study,"
The Washington Times, Sept.. 10, 2001, pg. A1, 9.) Just 24
hours after this story appeared, the Pentagon was hit and the Arabs were
being blamed.
These SAMS officers are obviously interested in protecting their
country, but not all Americans are. Some are traitors and pay
allegiance to Israel. Recall the June 8, 1967, Israeli attack on
the USs Liberty, and American complicity in the attack.
During the Six Day War, the Liberty, an American intelligence
gathering ship, was sailing in international waters. Israeli
aircraft and torpedo boats attacked it for 75 minutes. Read the
story at the USs Liberty Memorial Website, at http://www.USsLiberty.com
When four US fighter jets from a nearby aircraft carrier came to
protect the Liberty, President Johnson, through Defense Secretary Robert
McNamara, ordered the jets NOT to come to the Liberty's aid.
Johnson reported said he did not care who was killed or what happened to
the ship, he just didn't want his allies embarassed.
http://157.238.204.10/lewis.txt
Mirror of this page:
http://www.public-action.com/911/USsLiberty-lewis.txt
The Israeli attack was allowed to cotinue.
Thirty-fourAmericans
were killed and 171 wounded, thanks to the treason of an American
president and defense seretary.
Now consider Operation Northwoods: In 1962, US military leaders
designed a plan to conduct terrorist acts against Americans and blame
Cuba, to create popular sentiment for invasion of that country.
Operation Northwoods included:
-
Plans to shoot down a CIA plane designed to replicate a passenger
flight and announce that Cuban forces shot it down.
-
Creation of military casualties by blowing up a US ship in
Guantanamo Bay and blaming Cuba: "....casualty lists in
the US newspapers would cause a helpful wave of national
indignation," and
-
Development of a terror campaign in the Miami and Washington, DC.
Information on Operation Northwoods can be found in James Bamford's Body
of Secrets, (Doubleday, 2001), and at the following URLs.
http://www.baltimoresun.com/bal-te.md.nsa24apr24.story
http://www.earlham.edu/archive/opf-l/May-2001/msg00062.html
http://www.gwu.edu/~nsarchiv/news/20010430/
In other words, US allies and people within the US military
establishment are not opposed to killing Americans, given the right
goal.
Why Take Chances?
Put yourself in the shoes of the masterminds of Operation 911. The
attacks had to be tightly coordinated. Four jets took off
within 15 minutes of each other at Boston, Dulles, and Newark airports,
and roughly two hours later, it was over. The masterminds
couldn't afford to take needless chances.
Years ago I saw a local TV news reporter interview a New York mugger
about the occupational hazards of his trade. "It's a very,
very dangerous trade," the mugger informed the interviewer.
"Some of these people are crazy! They fight back! You
can get hurt!"
If a freelance New York mugger realized the unpredictable nature of
human behavior, surely the pros who pulled this job off must have known
the same truth. Yet we are asked to believe that the culprits took
four jet airliners, with four sets of crew and four sets of passengers
-- armed with (depending on the news reports you read)
"knives," "plastic knives" and box cutters.
Given the crazy and unpredictable nature of humans, why would they try
this bold plan when they were so poorly armed?
A lady's handbag -- given the weight of the contents most women
insist on packing -- is an awesome weapon. I know, I have used
mine in self defense. Are we to believe that none of the women had
the testosterone to knock those flimsy little weapons out of the
hijackers' hands? And what of the briefcases most men carry?
Thrown, those briefcase can be potent weapons. Your ordinary
every-day New York mugger would never take the chances that our culprits
took.
Flight attendant Michelle Heidenberger was on board Flight 77.
She had been "trained to handle a hijacking. She knew not to
let anyone in the cockpit. She knew to tell the hijacker that she
didn't have a key and would have to call the pilots. None of her
training mattered." ( "On flight 77: 'Our Plane Is Being
Hijacked'," The Washington Post, September 12, 2001,
pgs. A 1, 11.)
That's right, The Washington Post for once is telling the
whole truth. Heidenberger's training didn't matter, the pilots'
training didn't matter, the ladies handbags didn't matter, the mens'
briefcases didn't matter. The masterminds of Operation 911 knew
that whatever happened aboard those flights, the control of the planes
was in their hands. Even if the crew and passengers fought back,
my hypothesis is that they *could not* have regained control of the
planes, for the planes were being controlled by Global Hawk technology.
Flight 77: "The Plane Was Flown With Extraordinary
Skill"
Once again: Operation 911 demanded that the attacks be tightly
coordinated. Four jets took off within 15 minutes of each
other at Boston, Dulles, and Newark airports, and roughly two hours
later, it was over. If we are to believe the story we are being
told, the masterminds needed, at an absolute minimum, pilots who could
actually fly the planes and who could arrive at the right place at the
right time.
American Airlines Flight 77, a Boeing 757, took off from Dulles
Airport in northern Virginia at 8:10 a.m. and crashed into the Pentagon
at 9:40 a.m. The Washington Post, September 12, says this:
"Aviation sources said that the plane was flown with extraordinary
skill, making it highly likely that a trained pilot was at the helm,
possibly one of the hijackers. Someone even knew how to turn off
the transponder, a move that is considerably less than obvious."
According to the article, the air traffic controllers "had time
to warn the White House that the jet was aimed directly at the
president's mansion and was traveling at a gut-wrenching speed--full
throttle.
"But just as the plane seemed to be on a suicide mission into
the White House, the unidentified pilot executed a pivot so tight that
it reminded observers of a fighter jet maneuver. The plane circled
270 degrees from the right to approach the Pentagon from the west,
whereupon Flight 77 fell below radar level, vanishing from controller's
screens, the sources said." ("On Flight 77: 'Our Plane
Is Being Hijacked'," The Washington Post, September 12,
2001, pgs. 1 & 11)
Meet Ace Suicide Pilot Hani Hanjour
Let's look at what we know about the alleged suicide pilot of American
Airlines Flight 77, Hani Hanjour. According to press reports,
Hanjour had used Bowie's Maryland Freeway Airport three times since
mid-August as he attempted to get permission to use one of the airport's
planes. This from The Prince George's Journal [Maryland]
September 18, 2001:
Marcel Bernard, the chief flight instructor at the airport, said the
man named Hani Hanjour went into the air in a Cessna 172 with
instructors from the airport three times beginning the second week of
August and had hoped to rent a plane from the airport.
According to published reports, law enforcement sources say Hanjour,
in his mid-twenties, is suspected of crashing the American Airlines
Flight 77 into the Pentagon. . . .
Hanjour had his pilot's license, said Bernard, but needed what is
called a 'check-out' done by the airport to gauge a pilot's skills
before he or she is able to rent a plane at Freeway Airport which runs
parallel to Route 50.
Instructors at the school told Bernard that after three times in
the air, they still felt he was unable to fly solo and that Hanjour
seemed disappointed ...
... Published reports said Hanjour obtained his pilot's license in
April of 1999, but it expired six months later because he did not
complete a required medical exam. He also was trained for a few
months at a private school in Scottsdale, Ariz., in 1996, but did not
finish the course because instructors felt he was not capable.
Hanjour had 600 hours listed in his log book, Bernard said, and
instructors were surprised he was not able to fly better with the
amount of experience .S Pete Goulatta, a special agent and spokesman
for the FBI, said it is an on-going criminal investigation and he
could not comment. (pg. 1.)
If you were the mastermind who planned this breathtaking terrorist
attack, would you trust a man who took 600 hours of flying time and
still could not do the job? Who was paying for Hanjour's lessons,
and why?
Yet this is the man the FBI would have us believe flew Flight 77 into
the Pentagon "with extraordinary skill." He could not
even fly a Cessna 172!
Yes, maneuvering a Boeing 757 into a 270 degree turn under tense
conditions (remember, the culprits were outmanned and had crude, non
lethal weapons) demanded the skill of a fighter pilot. But why
would those bad, bad, Muslims want to do such a thing?
By shifting the plane's position so radically, Flight 77 managed to
hit the side of the Pentagon *directly opposite* the side on which the
offices of the Secretary of Defense and Joint Chief of Staff were
located. (Coincidentally, Flight 77 hit the offices of Army
operations (US News and World Report, Sept. 14, 2001, pg. 25. Recall, it
was the Army that warned of the possibility that Israel's Mossad might
make a terror attack against the US.) The masterminds of
Operation 911 were prepared to sacrifice the rank and file, but
carefully avoided touching a hair on the head of the brass.
It reminds one of Operation Northwoods, doesn't it? Remember
the rank and file sailors who were to be sacrificed on a US Naval vessel
in Guantanamo Bay, in order to justify war with Cuba? No, neither
Hanjour nor any other Muslim suicide pilot was at the controls of this
plane. It had been fitted with Global Hawk technology and
was being remotely controlled.
Let's Meet The Other Aces
According to The Washington Post (September 19, 2001,
"Hijack Suspects Tried Many Flight Schools," Mohammed Atta,
alleged hijacker of Flight 11, and Marwanal-Al-Shehhi, alleged hijacker
of Flight 175, both of which crashed into the World Trade Center,
attended hundreds of hours of lessons at Huffman Aviation, a flight
school in Venice, Florida. They also took lessons at Jones
Aviation Flying Service Inc., which operates from the Sarasota Bradenton
International Airport. According to the Post, neither
experience "worked out."
A flight instructor at Jones who asked not be identified said Atta and
Al Shehhi arrived in September or October and asked to be given flight
training. Atta, the instructor said, was particularly difficult.
"He would not look at your face," the instructor said.
"When you talked to him, he could not look you in the eye.
His attention span was very short."
The instructor said neither man was able to pass a Stage I rating
test to track and intercept. After offering some harsh words,
the instructor said, the two moved on .... "We didn't kick them
out, but they didn't live up to our standards." (page A 15.)
Or try The Washington Post: Alleged hijackers Nawaq Alhazmi
(Flight 77), Khaid Al-Midhar (Flight 77) and Hani Hanjour (Flight 77)
all spent time in San Diego. "Two of the men, Alhazmi and Al-Midhar,
also briefly attended a local fight school, but they were dropped
because of their limited English and incompetence at the controls....
Last spring, two of the men visited Montgomery Field, a community
airport ... and sought flying lessons. They spoke to instructors
at Sorbi's Flying Club, which allowed them to take only two lessons
before advising them to quit.
"Their English was horrible, and their mechanical skills were
even worse," said an instructor, who asked not to be named.
"It was like they had hardly even ever driven a car ..."
"They seemed like nice guys," the instructor said,
"but in the plane, they were dumb and dumber." ("San
Diegans See Area as Likely Target," The Washington Post,
September 24, 2001, pg. A7.)
But the masterminds would not need competent pilots -- if they had
Global Hawk technology.
Missing: Air Traffic Control Conversations
Now, let's look at the contemporaneous media coverage of Operation 911.
Did you notice that during the event and for weeks after, we heard no
excerpts from the conversations between the air traffic control centers
and the pilots of the four aircraft?
Those conversations are recorded by the air traffic control centers.
Surely those conversations were newsworthy. They should have been
available to the media immediately. Why didn't we hear them?
I believe the answer to this question is simple:
If we could hear the conversations that took place, we would hear the
airline pilots telling air traffic control that the controls of their
airplanes would not respond. The pilots, of course, would have no
way of knowing that their craft had been fitted with Global Hawk
technology programmed to take over their planes.
But no, we MUST believe the crashes were the work of Muslim
terrorists. Therefore we were not permitted to hear the news as it
happened. We will have to wait for the FBI/military
intelligence people to cook up doctored and fictional conversations.
They will then serve them to the public through the complicitous mass
media and strategically placed "investigative reporters," and
we will be asked to swallow them. Many of us will. (See The
Christian Science Monitor story discussed below, "Conversations
with Flight 11.")
Yassaboss
That the airlines cooperated and did whatever the FBI told them to do is
no secret. The Washington Post of September 12, 2001, says
this: "Details about who was on Flight 77, when it took off and
what happened on board were tightly held by airline, airport and
security officials last night. All said that the FBI had asked
them not to divulge details."
Think back to Operation Northwoods in which the Pentagon considered
reporting a bogus passenger airplane being shot down by a non-existent
Cuban fighter jet. The Pentagon was obviously confident that some
airline would go along with the deception. Not surprising,
considering many commercial airline pilots and executives are former
military pilots, and the government controls the airline industry in
many ways. These pilots and executives were trained to do as they
are told, and would be out of a job if they broke the rules.
Why would the take-off time and the passenger list be held secret?
The passengers, crew, and culprits were all dead. The relatives
must have known that when they heard the news of the crashes.
Flight departure and arrival times had been public knowledge. The
masterminds knew the details of their own plans.
No, it was the PUBLIC that was being denied information, and the
significant information being denied was the conversations between the
air traffic controllers and the pilots. Recall that during the
Vietnam War, the US "secretly" bombed Cambodia. The
bombing was no secret to the Cambodians. It was only a secret from
the American public, who were paying for the war and may have objected
to the slaughter. And that's the only purpose of the Operation 911
secrecy: To keep the information from the public.
Communication With Flight 11
American Airlines Flight 11, a Boeing 767, left Boston at 7:59 a.m. on
its way to Los Angeles. It was allegedly piloted by Mohamed Atta,
one of the pilots who couldn't fly, discussed above. Flight 11
crashed into the north tower of the 9.11 World Trade Center
at 8:45 a.m.
Boston airport officials said they did not spot the plane's course
until it had crashed, and said the control tower had no unusual
communications with the pilots or any crew member." (The
Washington Post, September 12, 2001, "At Logan Airport,
Nobody Saw Plane's Sharp Turn South," pg. A 10.)
Sorry, this report is not credible. Airplanes are tracked
constantly. The skies over the US are far too busy for us to have
a lackadaisical attitude.
Note the date of The Washington Post story: September 12.
Now compare it to the very different story that appeared a day later, in
The Christian Science Monitor:
An American Airlines pilot stayed at the helm of hijacked Flight 11
much of the way from Boston to New York, sending surreptitious radio
transmissions to authorities on the ground as he flew.
Because the pilot's voice was seldom heard in these covert
transmissions, it was not clear to the listening air-traffic
controllers which of the two pilots was flying the Boeing 767.
What is clear is that the pilot was secretly trying to convey to
authorities the flight's desperate situation, according to controllers
familiar with the tense minutes after Flight 11 was hijacked.
The story goes on to say that the conversations were overheard by the
controllers because the pilot had pushed a "push-to-talk"
button. "When he [the pilot] pushed the button and the terrorist
spoke, we knew. There was this voice that was threatening the
pilot, and it was clearly threatening. During these transmissions,
the pilot's voice and the heavily accented voice of a hijacker were
clearly audible ...."
There are some logical problems with this account, of course, not the
least of which is that a) we are told the pilot's voice was seldom
heard, b) it was not possible to tell which pilot was at the controls,
and c) during the transmissions the pilot's voice was clearly audible.
This accounting is spook talk. Let's get to the heart:
All of it was recorded by a Federal Aviation Administration traffic
control center. Those tapes are now presumed to be in the hands
of federal law-enforcement officials, who arrived at the
flight-control facility minutes after Flight 11 crashed into the World
Trade Center. The tapes presumably could provide clues about the
hijackers -- and may become even more important if they plane's 'black
boxes' are damaged or never found. ("Controllers' tale of Flight
11," The Christian Science Monitor, September 13, 2001.)
So, yes, the same "federal law-enforcement" machinery that
cooked up the David Koresh negotiation tapes and arranged to destroy the
evidence at the Mt. Carmel Center in the April 19 inferno will be
handling these records, too.
Flight 175
The Washington Post reported a similar story for United Airlines
Flight 175, which crashed into the south tower of the World Trade Center
tower at 9:06 a.m.
Less than 30 minutes into a journey that was to have taken six hours,
Flight 175 took a sharp turn south into central New Jersey, near
Trenton, an unusual diversion for a plane heading west, airline
employees said. It then headed directly toward Manhattan.
Somewhere between Philadelphia and Newark--less than 90 minutes
from Manhattan--the aircraft made its final radar contact, according
to a statement released by United Airlines. (The Washington Post,
"Everything Seemed Normal When They Left' Boston Airport,"
September 12, 2001, pg. A10.)
Once again, there was no contemporaneous, detailed, first hand
information from the air traffic controllers about communication from
the air traffic controllers.
Of course the controls would not respond to manual directions if they
were under the control of Global Hawk.
Flight 11/Flight 175 Hijacker Passport Found
We have just mentioned the distinct possibility that the masterminds of
Operation 911 will manufacture evidence. Well, here is a CNN story
for your consideration:
In New York, several blocks from the ruins of the World Trade Center,
a passport authorities said belonged to one of the hijackers was
discovered a few days ago, according to city Police Commissioner
Bernard Kerik. That has prompted the FBI and police to widen the
search area beyond the immediate crash site. ("Leaders urge
'normal' Monday after week of terror," September 16, 2001 Posted:
7:07 p.m. EDT (2307 GMT)
http://www.cnn.com/2001/US/09/16/gen.america.under.attack/
We are asked to believe that one of the hijackers brought his passport
with him on a domestic fight, even though he knew he would not need it
then, or ever again; that upon impact the passport flew from the
hijacker's pocket (or was he holding it in his hands?), that the
passport flew out of the aircraft, that it flew out of the burning
tower, and that it was carried by the air currents and landed safely,
where it could be discovered, several blocks away ...
Lawd, WHO WRITES THIS STUFF?
Flight 93
United Airlines Flight 93, a Boeing 757, was scheduled to leave Newark
Airport at 8:01 a.m. for San Francisco. We are told it crashed
into an abandoned coal mine near Shanksville, Pennsylvania, at 10:37
a.m., one hour and 50 minutes after the first World Trade Center tower
was hit.
Without a doubt, Flight 93 was shot
down. The first TV network reports said exactly that: Flight
93 had been shot down by a military jet. That information even
made it into the print media.
Local residents said they had seen a second plane in the area,
possibly an F-16 fighter, and burning debris falling from the sky.
[FBI Agent] Crowley said investigators had determined that two other
planes were nearby but didn't know if either was military.
("Stories swirl around Pa. crash; black box found," USA
Today, September 14, 2001.)
Pieces of the wreckage have been found as far away as New
Baltimore, about eight miles from the crash site. When the eastbound
plane crashed, a 9-knot wind was blowing from the southeast, [FBI
Agent] Crowley said. ("Bereaved may visit Flight 93
site," Pittsburgh Tribune-Review, Friday, September 14,
2001.)
On September 11, "[r]esidents and workers at businesses outside
Shanksville, Somerset County, reported discovering clothing, books,
papers, and what appear to be human remains. Some residents said
they collected bags-full of items to be turned over to investigators.
Others reported what appeared to be crash debris floating in Indian
Lake, nearly six miles from the crash site."
("Investigators locate 'black box' from Flight 93; widen search
area in Somerset crash," [Pittsburgh] Post Gazette,
September 13, 2001.) http://www.post-gazette.com/headlines/20010913somersetp3.asp
The Washington Post reported that, just as Congressional
leaders were discussing shooting the plane down, they learned it had
crashed. ("Jetliner Was Diverted Toward Washington Before Crash in
Pa," Sept. 12, 2001, pg. A10.) The North American Aerospace Defense
Command (NORAD) and the FBI denied that the plane had been shot down.
The FBI blamed the spread of debris over an 8-mile area on a 10 mph
wind that was blowing at the time. Of the debris, TIME
Magazine of September 11 says: "The largest pieces of the plane
still extant are barely bigger than a telephone book."
(Pages in this edition are not numbered: this quote appears on what
should be pg. 40).
Planes that crash do not disintegrate in this manner. However,
the assertion that the hijackers had a bomb on board, and the bomb
exploded, might provide an explanation for the disintegration.
There is a problem with this story, however: Hijackers who
planned to crash the plane into the Capitol would not want, or need, a
bomb. In fact, a bomb might be counterproductive: Suppose it went off
before the plane hit the Capitol? The mission would be ruined.
Bringing a bomb on board would greatly increase chances the hijacker who
carried the bomb would be detected when boarding. And it's hard to
imagine why hijackers would mutilate and dismember passengers with
plastic knives and box cutters when they were planning to blow them up,
anyway. No, the bomb story does not wash. You can read one such
story at: http://www.msnbc.com/news/632626.asp
More Missing Air Traffic Control Conversations
According to a an ABC news report by Peter Dizikes on September 13:
"Federal Aviation Administration data shows Flight 93 followed its
normal flight plan until it neared Cleveland, where the plane took a
hard turn south.
"That marks the point at which the plane must have been
hijacked, investigators say. Then it took a turn east."
Note that the investigators used the phrase "must have
been" hijacked. Didn't they know? Weren't the air
traffic controllers in touch with the pilots? But the direction
changes with the next paragraph:
ABCTVNEWS has learned that shortly before the plane changed
directions, someone in the cockpit radioed in and asked the FAA for a
new flight plan, with a final destination of Washington.
Now THAT conversation must have been interesting! You can imagine
the response of the air traffic controller: "Excuse me?
Flight 93, you're in the middle of a scheduled trip to San Francisco,
but you're just changed your mind and want to spend the day in
Washington? Please explain."
According to an MSNBC story of September 22, 2001, Flight 93
was late taking off, and did not make its way down the runway until 8:41
a.m. ("The Final Moments of Flight 93" http://www.msnbc.com/news/632626.asp)
It was aloft for almost two hours, crashing at 10:37 a.m.
Making a rough estimate from the distances traveled and the time in the
air (see TIME Magazine, September 11, "The Paths of
Destruction" ), Flight 93 went off course sometime between 9:45
a.m. and 10:00 a.m. Recall that both towers had been hit by 9:06 a.m.,
and the New York airports had been closed since 9:17 a.m. It would
have been impossible for an air traffic controller on duty between
9:45--10:00 a.m. not to know that commercial air traffic in the US was
in a dire emergency from "suicide planes."
And now Flight 93 calls in, asking permission to do a U-turn, fly
east an hour and a half, and land in Washington DC ??? What, the
pilot was nervous and didn't know there were airports in the midwest?
I'd love to hear the REAL conversation between Flight 93 and the air
traffic controllers, wouldn't you? But I think we'll have to wait
a while ...
Come to think of it, why would a *hijacker* call in to ask for an OK
to change directions?
Conflicting And Unbelievable Reports
The networks dropped the story that Flight 93 had been shot down and now
said that Flight 93 passengers called their families and described a
hijacking. The hijackers were armed with box razors, and
overwhelmed the passengers and crew, and told the passengers they
planned to crash into the Capitol in Washington, DC. The hijackers
also mutilated and dismembered the passengers, presumably with their
plastic knives and box cutters. What a messy job that must have
been! We were not told if the hijackers chatted to the passengers
about their plans before, after, or while they were committing the
mutilation/dismemberment. (I heard the mutilation/dismemberment story
once while watching network TV coverage. Then the story was
dropped.)
On the other hand, TIME Magazine reported that one of the passengers
called home to say: "We have been hijacked. They
are being kind." (TIME, Sept. 24, pg. 73.)
Are we believing this? I'm not.
No. Something went wrong with the masterminds' plan.
They could not afford to have Flight 93 make a conventional landing and
allow the pilots and passengers to talk about their experience.
They could not afford to have the "hijackers" survive and the
electronic controls of the plane examined. So Flight 93 was shot
down.
Who Were Those People, Anyway?
Before September 11, the combined forces of US military and domestic
intelligence -- the CIA, the FBI, the Defense Intelligence Agency, the
National Security Agency -- were clueless that such a catastrophic event
would occur. Yet a day or so later, the FBI had secured the
names and mugshots of each of the 19 hijackers. How did the FBI
know who the hijackers were? After all, all the eyewitnesses are
dead. How could the FBI distinguish between "regular"
Muslims and hijacker Muslims on those flights? Or did they just go
through the passenger lists culling out the Muslim-sounding names and
labeling the people bearing those names as hijackers? "You're
Muslim so you're a hijacker..."
On September 30 I looked at the passenger lists of those four
flights. To my surprise, the lists contained none of the
hijackers' names. Here are the URLs I checked:
http://www.cnn.com/SPECIALS/2001/trade.center/victims/AA11.victims.html
http://www.cnn.com/SPECIALS/2001/trade.center/victims/AA77.victims.html
http://www.cnn.com/SPECIALS/2001/trade.center/victims/ua175.victims.html
http://www.cnn.com/SPECIALS/2001/trade.center/victims/ua93.victims.html
Then I went searching on Usenet for more information. I found that
<AFJS@webtv.net> had noticed the hijackers' names were not on the
passenger lists on September 27, on alt.culture.alaska, "Re: BLACK
BOXES AND BODIES -(2). " I don't know what you'll find when you
look at the passenger lists, but the historical record is there.
The FBI may be lying, of course, and the airlines telling the truth:
Perhaps none of the "hijackers' were passengers on those four
planes. If that is true, the airlines are helping the FBI commit a most
grievous fraud on the public. What does that say for the airlines'
integrity? In either case, we can place little confidence in the
veracity of the information in those lists. Names could have been
added just as easily as they may have been deleted.
Don't Take The Credit, Take The Blame
By now you've realized that it's OK to believe in conspiracies provided
they are Muslim conspiracies. In fact, we MUST believe that
a man who dresses in sheets lives in a tent or a cave in the middle of
nowhere - Osama bin Laden -- was the mastermind. He used his $300
million fortune to pull off Operation 911. Come to think of it,
how do we know the size of his fortune? Does the FBI know his
banker? And given that the world's banking system is highly
centralized and in the hands of Mr. bin Laden's avowed enemies, how
could our terrorist tent-dweller have retained his fortune all these
years? If Mr. bin Laden could have pulled this off in New York,
why didn't he pick on his more direct enemy, Israel, and do a 911 on
them?
Brilliant as Mr. bin Laden is, he forgot to take credit for the
attack. Even worse, he forgot to issue any demands. He
allowed his operatives to use their Muslim names and leave a clear trail
for the FBI to follow. Mr. Atta, the pilot of Flight 11 (north
World Trade Center), was particularly helpful. He kindly left his
car at the Boston Airport. Luckily, an unnamed source drew the
FBI's attention to this car. According to radio reports, the FBI
found a suicide note written in Arabic and a copy of the Koran in the
car. Mr. Atta liked to write in Arabic; he wrote a second, long
document in that language, which, for some reason, he put in his
luggage. Coincidentally, this luggage did not make it to Flight 11, so
the FBI found it at the airport. Another lucky break!
But why Mr. Atta would take luggage on a suicide mission has not been
explained. The same note was carried by one of the hijackers on
Flight 93, and, Mother of Miracles! survived the crash, even though the
airplane itself was torn into shards. Everything was so amazing
that Bob Woodward, the man who talks to the dead, was called in to write
a story about it all. See "In Hijacker's Bags. a Call to Planning,
Prayer, and Death," The Washington Post, September 28, 2001.
Formerly at:
http://www.washingtonpost.com/wp-dyn/articles/A37629
2001Sep27.html
Read Mr. Woodward's article. Mr. Atta sounds like a Jewish
lawyer with his wires crossed, exhorting his co-conspirators to remember
their wills and reminding them that Mohammed was an
"optimist;" exhorting his fellows to "utilize"
(ugh--there's a lawyer's word for you -- what's Arabic for
"utilize"?) their few hours left to ask God's forgiveness.
God's forgiveness for what? They were about to die Muslm heros,
Muslim martyrs in Allah
's holy cause ... what need would Allah
have to forgive them?
Sure, we believe every word. We swallow the whole story.
On the other hand, here is the International Television News
article on the Global Hawk:
Robot plane flies Pacific unmanned
http://www.itn.co.uk/news/20010424/world/05robotplane.shtm
or
http://web.archive.org/web/20010707000937/http://itn.co.uk/news/20010424/world/05robotplane.shtm
or
http://www.Public-Action.com/911/itn
(ITN Entertainment April 24, 2001) --- "The aircraft essentially
flies itself, right from take-off, right through to landing, and even
taxiing off the runway." - Australian Global Hawk manager Rod
Smith.
A robot plane has made aviation history by becoming the first unmanned
aircraft to fly across the Pacific Ocean.
The American high-altitude Global Hawk spy plane made flew (sic)
across the ocean to Australia, defence officials confirmed.
The Global Hawk, a jet-powered aircraft with a wingspan equivalent
to a Boeing 737, flew from Edwards Air Force Base in California and
landed late on Monday at the Royal Australian Air Force base at
Edinburgh, in South Australia state.
The 8600 mile (13840 km) flight, at an altitude of almost 12.5
miles (20 km), took 22 hours and set a world record for the furthest a
robotic aircraft has flown between two points.
The Global Hawk flies along a pre-programmed flight path, but a
pilot monitors the aircraft during its flight via a sensor suite which
provides infra-red and visual images.
"The aircraft essentially flies itself, right from takeoff,
right through to landing, and even taxiing off the runway," said
Rod Smith, the Australian Global Hawk manager.
"While in Australia, the Global Hawk will fly about 12
maritime surveillance and reconnaissance missions around Australia's
remote coastline.
"It can fly non-stop for 36 hours and search 52,895 square
miles (37,000 square km) in 24 hours. Australia is assessing the
aircraft and might buy it in the future.
"Emerging systems such as the Global Hawk offer Australia
great potential for surveillance, reconnaissance and ultimately the
delivery of combat power," said Brendan Nelson, parliamentary
secretary to the Australian defence minister.
"Nelson said the Global Hawk could be used in combat to
'detect, classify and monitor' targets as they approached the
Australian coast."
[The article was revised on October 8, 2001.
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