Electronically Hijacking 

      The

      World Trade Center 

     Attack Aircraft

Electronically Hijacking the World Trade
Center Attack Aircraft

Operation 911: NO SUICIDE PILOTS

by Carol A. Valentine
Curator, Waco Holocaust Electronic Museum

Crew & Passenger Lists, Attack Aircraft 11 Sept 2001
None Include Any Arab or Hijacker Names!

THE ENEMY IS INSIDE THE GATES by Donn de Grand Pré Oct. 23, 2001

"Home Run"
Electronically Hijacking the World Trade
Center Attack Aircraft

Copyright Joe Vialls, October 2001

Latest Update:- 25 October 2001

United Flight 175, South Tower

Pentagon Strike Boeing 757 Picture on Left --- WTC Strike Boeing 767 Picture On Right.

Click here to view approach and attack profile video of United Flight 175 (World Trade Center #2)

           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) 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.
     Before moving on to the New York and Washington attacks, we first need to look at the ways in which an aircraft is normally controlled by its pilot, because without this basic knowledge, Home Run would make no sense. In order to control an aircraft in three-dimensional space, the pilot uses the control yoke (joystick) in front of him, rudder pedals under his feet, and a bank of engine throttles located at his side. Without engine thrust the aircraft would not fly at all, so the throttles are largely self explanatory: For more speed or altitude increase throttle, for less speed or altitude decrease throttle.
     In order to raise or lower the nose of the aircraft, the pilot pulls or pushes on the control yoke, which in turn raises or lowers the elevators on the horizontal tailplane. To bank the aircraft left or right, the pilot moves the control yoke to the left or right, which in turn operates the ailerons on the outer wings. Lastly, to turn left or right at low speed or “balance” turns at high speed, the pilot presses the left or right rudder pedals as required, which in turn move the rudder on the vertical stabilizer.
     Back in the early days of flight, the control yoke and rudder pedals were connected to the various flight control surfaces by thin cables, meaning the pilot had direct physical control over every movement the aircraft made. This was no great problem for an average man flying a small biplane, but as aircraft grew ever bigger, heavier and faster over the years, the loadings on the control yoke and rudder pedals became huge, certainly well beyond the ability of a single pilot to handle unaided.
     By the late fifties we were well into the age of hydraulics, where just like the power steering on your automobile, hydraulic rams were placed in line between the pilot’s control cables and each individual control surface. Now when the pilot moved the control yoke, the cables activated sensors, which in turn activated one or more hydraulic rams, which in turn moved one or more control surfaces. For the first time since Bleriot and the Wright brothers, pilots were of necessity being steadily distanced from direct control of their own aircraft.
     When the multinationals and DARPA finally came on the scene in the mid-seventies, aircraft systems were even more advanced, with computers controlling onboard autopilots, which in turn were capable of controlling all of the onboard hydraulics. In combination these multiple different functions were now known as the “Flight Control System” or FCS, in turn integrated with sophisticated avionics capable of automatically landing the aircraft in zero visibility conditions. In summary, by the mid-seventies most of the large jets were capable of effectively navigating hundreds of miles and then making automatic landings at a selected airport in zero-zero fog conditions. All of this could be accomplished unaided, but in theory at least, still under the watchful eyes of the flight deck crews.
     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 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 mid-air 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 [FBI-inspired] motley crews of Arabs toting penknives.
     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 30-minute 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 claptrap 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 cellphone, 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 travellers 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. For that reason I have listed the full manifests on a separate page. To visit that 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 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 a home grown 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 defence 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 security.
     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.

15 October 2001

     After this page had been hit on by more than 10,000 curious visitors, the current  issue of "Business Week" (22Oct)  decided to publish an unusual letter, suggesting that the events of the 11th of September would have ended rather differently if there was a capability for Ground Tower Control to "take over the controls of a hijacked plane" (issue still available at any US newsagent).
      Remember, the American 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.

18 October 2001

        Suddenly, more than five weeks after the attack and for no apparent reason, the most powerful newspaper in the western world published a major article "reinforcing" the myth that physical hijackers were responsible for the attacks on 11 September. No hard facts of course, no corroboration at all,  just the usual pathetic series of media "sources", all of them far too "secret" to reveal.
        Within hours of this newspaper going to press, television reporters across the entire western world repeated the fiction to their own viewing publics. From London in  England to Sydney in Australia, everone woke to this new "proof" that Arabs were the real culprits. Never mind public safety, please believe what we, your trusted and experienced news peddlers, are telling you. To read the propaganda, click here.

19 October 2001

         During the past few days I have received many emails asking for a written explanation of who was behind the attacks on 11 September, and why. As an investigator I can prove how the attack was carried out, but I cannot prove why or by whom. Of all the work I have seen on the Internet, the closest to the truth  is  probably this imspired report called "Orient Express" written by journalist Israel Shamir. To read "Orient Express", click here.


25 October 2001

        Though I do not agree with the financial rationale where this report is concerned, the Colonel and his highly specialized group provide valuable additional insights into the impossibility of "hijackers" flying the attack aircraft on 11 September. To read "The Enemy is Inside The Gates", click here.

                       
The author is a former member of the Society of Licenced Aeronautical Engineers & Technologist, London

 This report may be republished unedited for non-commercial purposes in the interests of public safety

Vialls Investigations
 Exposing Media Disinformation
                    
                             

The Enemy Is Inside The Gates
Copyright Colonel Donn de Grand  Pre (US Army - Rtd.)

   To Plot Individual Incoming Attack Aircraft Accurately, Click Here

     A dedicated group of experienced civilian and military pilots, including combat fighter pilots and commercial airline captains, just finished a marathon 72 hours of non-stop briefings and debate over the current crisis evolving from the use of commercial aircraft as cruise missiles against the World Trade Center and the Pentagon on 11 September.
     The so-called terrorist attack was in fact a superbly executed military operation against the United States, requiring the utmost professional military skill in command, communications and control. It was flawless in timing, in the choice of selected aircraft to be used as guided missiles, and in the coordinated delivery of those missiles to their pre-selected targets.
     As a tactical military exercise against two significant targets (world financial center and the citadel of world strategic military planning), the attack, from a psychological impact on the American public, equaled the Japanese "surprise" attack on Pearl Harbor 7 Dec 1941. The over-riding question: If we are at war, who is the enemy?
     The group determined that the enemy is within the gates, that he has infiltrated into the highest policy-making positions at the Federal level, and has absolute control, not only of the purse strings, but of the troop build-up and deployment of our military forces, including active, reserve and National Guard units.

                                                                PRELUDE TO PANIC

     The 9-11 activity and horrific destruction of US property and lives was intentionally meant to trigger a psychological and patriotic reaction on the part of the US citizens, which is paving the way for "combined UN activity" (using the fig leaf of NATO) for striking key targets in both the Middle East/ South Asia and the Balkans. The goal continues to be
ultimate destruction of all national sovereignty and establishment of a global government. The trigger for the 9-11 activity was the imminent and unstoppable world-wide financial collapse, which can only be prevented (temporarily) by a major war, perhaps to become known as WW 111. To bring it off (one more time), martial law will probably be imposed in the United States.
     In each of the major wars of the 20th century, the financial manipulators (located in the City of London and New York City) had placed the US (and much of the Western world) in a monetary expansion mode, followed by an ever-tightening vice of a gigantic credit squeeze. We now have two ongoing and tightly controlled simultaneous events
(emanating from the two symbolic targets of 911}:

     1) Alan Greenspan, Fed chairman, promising to flood the market with up to $200 billion in FRNs and to further lower interest rates, thus bringing about hyperinflation and dollar devaluation. Much of these multi billions in largesse will be dumped into the coffers of Wall Street, Defense, bankrupt airlines, insurance companies and into the willing arms of debt-ridden third-world countries in the form of debt repudiation (forgiveness). Call it bribery, in order to get these often reluctant nations to join our coalition of "freedom fighters" in "the war against terrorism".
     2) Paul Wolfowitz, deputy Defense secretary, promised that the US will launch "sustained military strikes against those behind the terrorist attacks on New York and Washington". He said that the "military retaliation would continue until the roots of terrorism are destroyed."
     This bit of saber rattling was seconded by select NATO allies (especially Britain), and by our chief ally in the Middle East, the Butcher of Beirut, Ariel Sharon, while Secretary of Defense Don Rumsfeld, with the blessings of Pres. Bush 11, is activating thousands of national guard and reservists, not only to guard the vulnerable airports, but to do fly-overs of our Nation's capital in F16s from the North Dakota Air Guard. Other National Guard units are being jockeyed into potential combat "hot spots" throughout the Middle East/South Asia and the Balkans.

                                                                    WHO IS THE ENEMY?

     Following is a summary of the near-unanimous views of the assembled military and civilian pilots concerning certain critical factors relating to the WTC/Pentagon hit of 9-11:
     Troubling questions arose about the alleged pilot-hijackers of the four aircraft, who were supposedly trained on Cessna aircraft over the past year at fields in Florida and Oklahoma. One General officer remarked, "I seriously question whether these novices could have located a target dead-on 200 miles removed from takeoff point... much less controlled
the flight and mastered the intricacies of 11FR (instrument flight rules) -- and all accomplished in 45 minutes."
     The extremely skillful maneuvering of the three aircraft at near mach speeds, each unerringly hitting their targets, was superb. As one Air Force officer -- a veteran of over 100 sorties over North Vietnam -- explained, "Those birds (commercial airliners) either had a crack fighter pilot in the left seat, or they were being maneuvered by remote
control."
    This writer has been a general aviation pilot since 1946. 1 have flown a variety of single engine prop aircraft since, and installed an FAA-approved airstrip here on my farm in 1980. Two local pilots periodically joined me for short hops; one, a Madison County lawyer, a graduate of the Air Force Academy, who flew for the Air Force before coming home to practice law.
     The other, Kent Hill, who lives with his wife, Carol, on a farm close to mine, is an American Airlines captain assigned to the European route. He was a lifelong friend of "Chic" Burlingame, They were graduates of the Naval Academy and flew F-4 Phantoms in Vietnam. Both left the Navy 28 years ago and joined American Airlines. Both planned to retire in 2002. Chic was the captain of AA flight 77, a Boeing 757, which departed Washington Dulles for Los Angeles at 8: 10 am on I I September, with 58 passengers and a crew of 6. Flight 77 crashed into the Pentagon at 9:41 am.
     "We were totally trained on the old type of hijack," Capt Hill said, "where you treat the hijacker cordially, punch a 4-digit code into your transponder to alert ground control you're being hijacked, and then get him where he wants to go, set the plane safely on the ground and let them deal with it on the ground. However, this is a totally new situation... Not one of the planes alerted ground control that they were being hijacked." How come?
     "The fact is, all the transponders were turned off on the doomed flights virtually at the same time." Look at their departure times -- two from Logan (Boston), one from Newark, another from Dulles (Washington DC) -- all between 8 am and 8:15 am. Shortly after climb-out to flight level, their transponders are de-activated.. (they are no longer a blip on the radar screens). This is something that really needs to be looked into. The only reason we turn them off is so they don't interfere with ground systems when we land." (Note: Transponders identify a particular aircraft in flight on the
radar screens of FAA flight controllers located throughout the country. Various codes are punched into the transponder, one displaying, "I am being hijacked.")
     Although there is much talk among the various flight crews, Hill says they are not privy to any of the investigations into the events of I I September. "We're in the dark -- very much so ... They're playing it pretty tight to the vest." He is convinced none of the pilots had control of their aircraft when they were flown into the World Trade Center and the Pentagon. The question then becomes, who was really in control?
     "Even if I had a gun at my head, I'd never fly a plane into a building. I'd try to put it in anywhere -- a field or a river --and I'd be scaring the hell out of them (the hijackers) by flying upside down first," Hill said. In fact, the pilot has the best weapon in his hand when threatened with imminent death by a hijacker, namely, the airplane.
     Another airline pilot stated. "On hearing a major scuffle in the cabin, the pilot should have inverted the aircraft and the hijackers end up with broken necks." That none of the four pilots executed such a maneuver points toward the
fact that none of them had control of their aircraft, but had been overridden by an outside force, which was flying them by remote control. As we consider all the options -- and enemies -- who performed this act of war, whether from China, Russia, Israel, an Islamic country, or from NATO, we must also consider that the enemy may be within the gates. If so, then we are dealing with high treason.

                                                        QUO VADIS? (Whither Goest?)

     To better grasp where we are heading (other than to the Khyber Pass), we can dip back to recent history (Vietnam, Korea, Desert Storm, Kosovo) to get a better focus of the direction we are going, even though our commander-in-chief has yet to define the specific enemy. "Terrorism is like sin; everybody is agin'it." To those of us who have actually engaged an enemy (often contrived) on the battlefield, and/or who have an-n-chaired other wars from a vantage point, say, the E-Ring of the Pentagon, the pomposity and solemnity and the speechifying of our fearless politicians, as well as their favorite talking heads on the idiot box, is eerily familiar. It is in fact d~ja vous all over again.
     Once again, we will rely on "perpetual war for perpetual peace" to bring us out of the abyss of a major financial collapse. We either turn out the Barbarians Inside the Gates, or we prepare for the long dark night of no return. There is no longer a third option. It's curtain call at the Little Theater off Times Square... Be there!

Crew & Passenger Lists, Attack Aircraft 11 Sept 2001

None Include Any Arab or Hijacker Names!

AMERICAN AIRLINES FLIGHT 11

American Airlines Flight 11, from Boston, Massachusetts, to Los Angeles, California, crashed into the north tower of the World Trade Center with 86 people on board, none of whom were alleged hijackers or Arabs

CREW

John Ogonowski, 52, of Dracut, Massachusetts, was the pilot of Flight 11. He lived on a 150-acre farm north of Boston. He is survived by his wife, Margaret, and three daughters, Laura, 16; Caroline, 14; and Mary, 11. A lifelong aviation buff, he joined the Air Force after graduating from college and flew planes at the close of the Vietnam War. He joined American Airlines in 1979.
First Officer Thomas McGuinness, 42, of Portsmouth, New Hampshire, was Flight 11's co-pilot. He is survived by his wife, Cheryl, and a 14-year-old son and 16-year-old daughter. He was active in Bethany Church in Greenland, New Hampshire, friends and neighbors told The Boston Globe. Rick DeKoven, a church administrator, described him as "a devoted family man."
Barbara Arestegui, 38, was a flight attendant from Marstons Mills, Massachusetts.
Jeffrey Collman was a flight attendant.
Sara Low, 28, was a flight attendant from Batesville, Arkansas.
Karen Martin was a flight attendant.
Kathleen Nicosia was a flight attendant.
Betty Ong, 45, was a flight attendant from Andover, Massachusetts.
Jean Roger, 24, was a flight attendant from Longmeadow, Massachusetts.
Dianne Snyder, 42, was a flight attendant from Westport, Massachusetts.
Madeline Sweeney, 35, was a flight attendant from Acton, Massachusetts.


PASSENGERS

Anna Williams Allison, 48, of Stoneham, Massachusetts, was the founder of A2 Software Solutions, a firm that assists companies in software development. Allison had more than 19 years' experience in the software development industry and was a frequent speaker and trainer at national and local conferences.
David Angell, 54, of Pasadena, California, was the creator and executive producer of the hit NBC sitcom "Frasier." A native of West Barrington, Rhode Island, Angell entered the Army after graduating from college and served at the Pentagon until 1972. He worked in insurance and engineering before selling a script for a TV series in 1977. In 1983, he joined the TV series "Cheers" as a staff writer and began working with co-supervising producers Peter Casey and David Lee. This team formed a production company, creating and producing "Wings" in 1990 and "Frasier" in 1993. The trio won 24 Emmys.
Lynn Angell, 45, of Pasadena, California, was the wife of "Frasier" creator and executive producer David Angell. The Angells were returning from a wedding on the East Coast to attend the Emmy Awards.
Seima Aoyama
Myra Aronson, 52, of Charlestown, Massachusetts, was a press and analyst relations manager for Compuware Corp.
Christine Barbuto, 32, of Brookline, Massachusetts, was a buyer for TJX Cos., the off-price retailer of apparel and home fashions. She was on her way to California on a buying trip. Barbuto is survived her father and two sisters. She had worked for TJX for five years.
Berry Berenson, 53, of Los Angeles, California, was an actress and photographer. She was the widow of actor Anthony Perkins, who died in 1992, and sister of actress and model Marisa Berenson. She is survived by two sons, Osgood, an actor, and Elvis. Born into an aristocratic family, Berenson appeared in the movies "Cat People" (1982), "Winter Kills" (1979) and "Remember My Name" (1978).
Carolyn Beug, 48, of Los Angeles, California, was traveling with her mother, Mary Wahlstrom. They had gone to Boston to drop off relatives at a nearby college and were returning home.
Carol Bouchard, 43, of Warwick, Rhode Island, was a Kent County Hospital emergency room secretary.
Robin Caplin was from Natick, Massachusetts.
Neilie Casey, 32, of Wellesley, Massachusetts, was a merchandise planning manager for TJX Cos., the off-price retailer of apparel and home fashions. She worked for TJX for eight years. Casey is survived by her husband and a 7-month-old daughter.
Jeffrey Coombs, 42, of Abington, Massachusetts, was a security analyst for Compaq Computer. He is survived by his wife, Christie, and three children, Meagan, 10; Julia, 7; and Matt, 12.
Tara Creamer, 30, of Worcester, Massachusetts, was a merchandise planning manager for TJX Cos., the off-price retailer of apparel and home fashions. She had worked for TJX for eight years. Creamer is survived by her husband, John, and two children, Colin, 4, and Nora, 1.
Thelma Cuccinello, 71, was a Wilmot, New Hampshire, resident with 10 grandchildren. She was on her way to visit a sister in California. Daughter Cheryl O'Brien gave her mom a ride to catch a bus to Logan International Airport in Boston. "I was the last one to see her," O'Brien said. "I got to kiss her and say 'I love you' and 'Have a nice trip.' "
Patrick Currivan
Andrew Curry Green was from Chelmsford, Massachusetts.
Brian Dale, 43, of Warren, New Jersey, was an accountant and attorney with Blue Capital Management. He was married and the father of three.
David DiMeglio was from Wakefield, Massachusetts.
Donald Ditullio, 49, was from Peabody, Massachusetts.
Albert Dominguez, 66, was a baggage handler for Qantas Airways in Sydney, Australia. He was traveling on holiday at the time of his death. He was married with four children.
Alex Filipov, 70, was an electrical engineer from Concord, Massachusetts.
Carol Flyzik, 40, was from Plaistow, New Hampshire.
Paul Friedman, 45, from Belmont, Massachusetts, was a consultant for Emergence Consulting.
Karleton D.B. Fyfe, 31, of Brookline, Massachusetts, was a senior investment analyst for John Hancock.
Peter Gay, 54, of Tewksbury, Massachusetts, was a Raytheon Co. vice president of operations for electronic systems based in Andover, Massachusetts. He had worked for Raytheon for more than 28 years.
Linda George, 27, of Westboro, Massachusetts, was a buyer for TJX Cos., the off-price retailer of apparel and home fashions. She was on her way to California on a buying trip. George is survived by her father, mother, sister and brother. She was engaged to be married.
Edmund Glazer, 41, of Los Angeles, California, was the chief financial officer and vice president of finance and administration of MRV Communications, a Chatsworth, California, firm that focuses on optical components and network infrastructure systems. Glazer was survived by his wife, Candy, and son, Nathan.
Lisa Fenn Gordenstein, 41, of Needham, Massachusetts, was an assistant vice president, merchandise manager, for TJX Cos., the off-price retailer of apparel and home fashions. She was on her way to California on a buying trip. Gordenstein is survived by her husband and two children.
Paige Farley Hackel, 46, was a spiritual adviser from Newton, Massachusetts.
Peter Hashem, 40, was an engineer from Tewksbury, Massachusetts.
Robert Hayes, 37, from Amesbury, Massachusetts was a sales engineer with Netstal.
Ted Hennessy, 35, was a consultant for Emergence Consulting in Belmont, Massachusetts.
John Hofer
Cora Holland, 52, of Sudbury, Massachusetts, was with Sudbury Food Pantry, an interdenominational program that assisted needy families, at Our Lady of Fatima Church.
Nicholas Humber, 60, of Newton, Massachusetts, was the owner of Brae Burn Management.
John Jenkins
Charles Jones, 48, was a computer programmer from Bedford, Massachusetts.
Robin Kaplan, 33, of Westboro, Massachusetts, was a senior store equipment specialist for TJX Cos., the off-price retailer of apparel and home fashions. She was on her way to California to help prepare for a new T.J. Maxx store opening. Kaplan had returned to work this year after battling Crohn's disease, a life-threatening inflammatory illness of the gastrointestinal tract. She is survived by her father, Edward Kaplan, and mother, Francine.
Barbara Keating, 72, was from Palm Springs, California.
David Kovalcin, 42, of Hudson, New Hampshire, was a Raytheon Co. senior mechanical engineer for electronic systems in Tewksbury, Massachusetts. He had worked for Raytheon for 15 years.
Judy Larocque, 50, of Framingham, Massachusetts, was the founder and CEO of Market Perspectives, a research firm that offers online and on-site surveys. Before founding the company in 1993, she was the principal of Emergent Marketing, an executive marketing consulting firm.
Jude Larson, 31, was from Los Angeles, California.
Natalie Larson was from Los Angeles, California.
N. Janis Lasden, 46, of General Electric was from Peabody, Massachusetts.
Daniel John Lee, 34, was from Los Angeles, California.
Daniel C. Lewin, 31, was the co-founder and chief technology officer at Akamai Technologies Inc., a Cambridge, Massachusetts, company that produces technology equipment to facilitate online content delivery. He is survived by his wife and two sons. He founded Akamai in 1998 with scientist Tom Leighton and a group of Massachusetts Institute of Technology scientists and business professionals. Lewin was responsible for the company's research and development strategy.
Susan MacKay, 44, of Westford, Massachusetts, was an employee of TJX Cos., the off-price retailer of apparel and home fashions.
Chris Mello, 25, was a financial analyst with Alta Communications from Boston. He graduated from Princeton University with a degree in psychology. He is survived by his parents, Douglas and Ellen Mello of Rye, New York; a brother, John Douglas Mello of New York City; and his paternal grandmother, Alice Mello, of Barefoot Bay, Florida.
Jeff Mladenik, 43, of Hinsdale, Illinois, was the interim president at E-Logic.
Antonio Montoya
Carlos Montoya
Laura Lee Morabito, 34, was the Qantas Airways area sales manager in Boston. She lived in Framingham, Massachusetts, with her husband. She was traveling on company business at the time of her death.
Mildred Naiman was from Andover, Massachusetts.
Laurie Neira
Renee Newell, 37, of Cranston, Rhode Island, was a customer service agent with American Airlines.
Jacqueline Norton, 60, was a retiree from Lubec, Maine. She was traveling with her husband, Robert Norton.
Robert Norton, 82, was a retiree from Lubec, Maine. He was traveling with his wife, Jacqueline Norton.
Jane Orth, 49, of Haverhill, Massachusetts, was retired from Lucent Technology.
Thomas Pecorelli, 31, of Los Angeles, California, was a cameraman for Fox Sports and E! Entertainment Television.
Sonia Morales Puopolo, 58, of Dover, Massachusetts, was a retired ballet dancer.
David Retik was from Needham, Massachusetts. He was a general partner and founding member of Alta Communications, a Boston-based investment firm specializing in communication industries. Retik graduated from Colgate University and received a master's in accounting from New York University. He is survived by his wife, Susan and their two children, Ben and Molly.
Philip Rosenzweig of Acton, Massachusetts, was an executive with Sun Microsystems.
Richard Ross, 58, of Newton, Massachusetts, headed his own management consulting company, the Ross Group.
Jessica Sachs, 22, of Billerica, Massachusetts was an accountant with PricewaterhouseCoopers.
Rahma Salie, 28, was from Boston.
Heather Smith, 30, of Beacon Capital Partners was from Boston.
Douglas Stone, 54, was from Dover, New Hampshire.
Xavier Suarez
Michael Theodoridis, 32, was a consultant from Boston.
James Trentini, 65, was a retired teacher and assistant principal from Everett, Massachusetts.
Mary Trentini, 67, was a retired secretary from Everett, Massachusetts.
Mary Wahlstrom, 75, of Kaysville, Utah, was traveling with her daughter, Carolyn Beug. They had gone to Boston to drop off relatives at a nearby college and were returning home.
Kenneth Waldie, 46, of Methuen, Massachusetts, was a Raytheon Co. senior quality control engineer for electronic systems in Tewksbury, Massachusetts. He had worked for Raytheon for 17 years.
John Wenckus, 46, was a tax consultant from Torrance, California.
Candace Lee Williams, 20, was a student from Danbury, Connecticut.
Christopher Zarba, 47, of Hopkinton, Massachusetts, was a software engineer at Concord Communications. He leaves behind a wife and family. He would have been 48 on September 15.

AMERICAN AIRLINES FLIGHT 77

American Airlines Flight 77, from Washington to Los Angeles, crashed into the Pentagon with 56 people aboard, none of whom were alleged hijackers or Arabs.

CREW

Charles Burlingame of Herndon, Virginia, was the plane's captain. He is survived by a wife, a daughter and a grandson. He had more than 20 years of experience flying with American Airlines and was a former U.S. Navy pilot.
David Charlebois, who lived in Washington's Dupont Circle neighborhood, was the first officer on the flight. "He was handsome and happy and very centered," his neighbor Travis White, told The Washington Post. "His life was the kind of life I wanted to have some day."
Michele Heidenberger of Chevy Chase, Maryland, was a flight attendant for 30 years. She left behind a husband, a pilot, and a daughter and son.
Flight attendant Jennifer Lewis, 38, of Culpeper, Virginia, was the wife of flight attendant Kenneth Lewis.
Flight attendant Kenneth Lewis, 49, of Culpeper, Virginia, was the husband of flight attendant Jennifer Lewis.
Renee May, 39, of Baltimore, Maryland, was a flight attendant.


PASSENGERS

Paul Ambrose, 32, of Washington, was a physician who worked with the U.S. Department of Health and Human Services and the surgeon general to address racial and ethnic disparities in health. A 1995 graduate of Marshall University School of Medicine, Ambrose last year was named the Luther Terry Fellow of the Association of Teachers of Preventative Medicine.
Yeneneh Betru, 35, was from Burbank, California.
M.J. Booth
Bernard Brown, 11, was a student at Leckie Elementary School in Washington. He was embarking on an educational trip to the Channel Islands National Marine Sanctuary near Santa Barbara, California, as part of a program funded by the National Geographic Society.
Suzanne Calley, 42, of San Martin, California, was an employee of Cisco Systems Inc.
William Caswell
Sarah Clark, 65, of Columbia, Maryland, was a sixth-grade teacher at Backus Middle School in Washington. She was accompanying a student on an educational trip to the Channel Islands National Marine Sanctuary near Santa Barbara, California, as part of a program funded by the National Geographic Society.
Asia Cottom, 11, was a student at Backus Middle School in Washington. Asia was embarking on an educational trip to the Channel Islands National Marine Sanctuary near Santa Barbara, California, as part of a program funded by the National Geographic Society.
James Debeuneure, 58, of Upper Marlboro, Maryland, was a fifth-grade teacher at Ketcham Elementary School in Washington. He was accompanying a student on an educational trip to the Channel Islands National Marine Sanctuary near Santa Barbara, California, as part of a program funded by the National Geographic Society.
Rodney Dickens, 11, was a student at Leckie Elementary School in Washington. He was embarking on an educational trip to the Channel Islands National Marine Sanctuary near Santa Barbara, California, as part of a program funded by the National Geographic Society.
Eddie Dillard
Charles Droz
Barbara Edwards, 58, of Las Vegas, Nevada, was a teacher at Palo Verde High School in Las Vegas.
Charles S. Falkenberg, 45, of University Park, Maryland, was the director of research at ECOlogic Corp., a software engineering firm. He worked on data systems for NASA and also developed data systems for the study of global and regional environmental issues. Falkenburg was traveling with his wife, Leslie Whittingham, and their two daughters, Zoe, 8, and Dana, 3.
Zoe Falkenberg, 8, of University Park, Maryland, was the daughter of Charles Falkenberg and Leslie Whittingham.
Dana Falkenberg, 3, of University Park, Maryland, was the daughter of Charles Falkenberg and Leslie Whittingham.
Joe Ferguson was the director of the National Geographic Society's geography education outreach program in Washington. He was accompanying a group of students and teachers on an educational trip to the Channel Islands in California. A Mississippi native, he joined the society in 1987. "Joe Feguson's final hours at the Geographic reveal the depth of his commitment to one of the things he really loved," said John Fahey Jr., the society's president. "Joe was here at the office until late Monday evening preparing for this trip. It was his goal to make this trip perfect in every way."
Wilson "Bud" Flagg of Millwood, Virginia, was a retired Navy admiral and retired American Airlines pilot.
Dee Flagg
Richard Gabriel
Ian Gray, 55, of Washington was the president of a health-care consulting firm.
Stanley Hall, 68, was from Rancho Palos Verdes, California.
Bryan Jack, 48, of Alexandria, Virginia, was a senior executive at the Defense Department.
Steven D. "Jake" Jacoby, 43, of Alexandria, Virginia, was the chief operating officer of Metrocall Inc., a wireless data and messaging company.
Ann Judge, 49, of Virginia was the travel office manager for the National Geographic Society. She was accompanying a group of students and teachers on an educational trip to the Channel Islands in California. Society President John Fahey Jr. said one of his fondest memories of Judge is a voice mail she and a colleague once left him while they were rafting the Monkey River in Belize. "This was quintessential Ann -- living life to the fullest and wanting to share it with others," he said.
Chandler Keller, 29, was a Boeing propulsion engineer from El Segundo, California.
Yvonne Kennedy
Norma Khan, 45, from Reston, Virginia was a nonprofit organization manager.
Karen A. Kincaid, 40, was a lawyer with the Washington firm of Wiley Rein & Fielding. She joined the firm in 1993 and was part of the its telecommunications practice. She was married to Peter Batacan.
Norma Langsteuerle
Dong Lee
Dora Menchaca, 45, of Santa Monica, California, was the associate director of clinical research for a biotech firm.
Christopher Newton, 38, of Anaheim, California, was president and chief executive officer of Work-Life Benefits, a consultation and referral service. He was married and had two children. Newton was on his way back to Orange County to retrieve his family's yellow Labrador, who had been left behind until they could settle into their new home in Arlington, Virginia.
Barbara Olson, 45, was a conservative commentator who often appeared on CNN and was married to U.S. Solicitor General Theodore Olson. She twice called her husband as the plane was being hijacked and described some details, including that the attackers were armed with knives. She had planned to take a different flight, but she changed it at the last minute so that she could be with her husband on his birthday. She worked as an investigator for the House Government Reform Committee in the mid-1990s and later worked on the staff of Senate Minority Whip Don Nickles.
Ruben Ornedo, 39, of Los Angeles, California, was a Boeing propulsion engineer.
Robert Penniger, 63, of Poway, California, was an electrical engineer with BAE Systems.
Lisa Raines, 42, was senior vice president for government relations at the Washington office of Genzyme, a biotechnology firm. She was from Great Falls, Virginia, and was married to Stephen Push. She worked with the U.S. Food and Drug Administration on developing a new policy governing cellular therapies, announced in 1997. She also worked on other major health-care legislation.
Todd Reuben, 40, of Potomac, Maryland, was a tax and business lawyer.
John Sammartino
Diane Simmons
George Simmons
Mari-Rae Sopper of Santa Barbara, California, was a women's gymnastics coach at the University of California at Santa Barbara. She had just gotten the post August 31 and was making the trip to California to start work.
Bob Speisman, 47, was from Irvington, New York.
Hilda Taylor was a sixth-grade teacher at Leckie Elementary School in Washington. She was accompanying a student on an educational trip to the Channel Islands National Marine Sanctuary near Santa Barbara, California, as part of a program funded by the National Geographic Society.
Leonard Taylor was from Reston, Virginia.
Leslie A. Whittington, 45, was from University Park, Maryland. The professor of public policy at Georgetown University in Washington was traveling with her husband, Charles Falkenberg, 45, and their two daughters, Zoe, 8, and Dana, 3. They were traveling to Los Angeles to catch a connection to Australia. Whittington had been named a visiting fellow at Australian National University in Canberra.
John Yamnicky, 71, was from Waldorf, Maryland.
Vicki Yancey
Shuyin Yang
Yuguag Zheng

UNITED AIRLINES FLIGHT 175

United Airlines Flight 175, from Boston, Massachusetts, to Los Angeles, California, was the second hijacked plane to strike the World Trade Center, plowing into the south tower with 56 people on board. No alleged hikackers or anyone of Arab name or obvious descent.
 
CREW

Capt. Victor Saracini, 51, of Lower Makefield Township, Pennsylvania, was a Navy veteran. He is survived by his wife and two children.
Michael Horrocks was first officer.
Robert J. Fangman was a flight attendant.
Amy N. Jarret, 28, of North Smithfield, Rhode Island, was a flight attendant.
Amy R. King was a flight attendant.
Kathryn L. Laborie was a flight attendant.
Alfred G. Marchand of Alamogordo, New Mexico, was a flight attendant.
Michael C. Tarrou was a flight attendant.
Alicia N. Titus was a flight atteandant.

PASSENGERS

Alona Avraham, 30, was from Ashdot, Israel.
Garnet "Ace" Bailey, 53, of Lynnfield, Massachusetts, was director of pro scouting for the Los Angeles Kings hockey team. Bailey was entering his 33rd season as a player or scout in the National Hockey League and his eighth with the Kings. Before joining the Kings, he spent 13 years as a scout for the Edmonton Oilers, a team that won five Stanley Cups during that time. As a player, Bailey spent five years with the Boston Bruins and was a member of Stanley Cup championship teams in 1969-70 and 1971-72. Bailey also spent parts of two seasons each with the Detroit Red Wings and St. Louis Blues, and three years with the Washington Capitals. He is survived by his wife, Katherine, and son, Todd.
Mark Bavis, 31, of West Newton, Massachusetts, was entering his second season as an amateur scout for the Los Angeles Kings. A Boston native, he played four years on Boston University's hockey team, where his twin brother, Michael, is an assistant coach. In addition to his twin brother, Bavis is survived by his mother, Mary; two other brothers, Pat and Johnny; and three sisters, Kelly, Mary Ellen and Kathy. The Bavis family lost a brother 15 years ago, and Bavis' father died 10 years ago.
Graham Berkeley, 37, of Xerox Corp. was from Wellesley, Massachusetts.
Touri Bolourchi, 69, was from Beverly Hills, California.
Klaus Bothe, 31, of Germany was on a business trip with BCT Technology AG's chief executive officer and another executive. Bothe joined the company in 1994 and was its director of development. He is survived by his wife and one child.
Daniel Brandhorst, of Los Angeles, California, was a lawyer for PriceWaterhouse.
David Brandhorst, 3, was from Los Angeles.
John Cahill was from Wellesley, Massachusetts.
Christoffer Carstanjen, 33, of Turner Falls, Massachusetts, was staff assistant in the office of information technology at the University of Massachusetts-Amherst.
John Corcoran "Jay" Corcoran, 44, of Norwell, Massachusetts, was a merchant marine.
Dorothy Dearaujo, 82, was from Long Beach, California.
Gloria Debarrera
Lisa Frost, 22, of Rancho Santa Margarita, California, graduated from Boston University this year, with degrees in communications and business hospitality. She is survived by her father, mother and brother.
Ronald Gamboa, 33, of Los Angeles, California, was a Gap store manager.
Lynn Goodchild, 25, was from Attleboro, Massachusetts.
The Rev. Francis E. Grogan, 76, of Easton, Massachusetts, was a priest at Holy Cross Church in Easton. A veteran of World War II, Grogan served as a parish priest, a chaplain and teacher at Holy Cross schools.
Carl Hammond, 37, was from Boston, Massachusetts.
Peter Hanson, 32, of Groton, Massachusetts, was a software salesman.
Susan Hanson, 35, of Groton, Massachusetts, was a student.
Christine Hanson, 3, was from Groton, Massachusetts.
Gerald Hardacre
Eric Hartono
James E. Hayden, 47, of Westford, Massachusetts, was the chief financial officer of Netegrity Inc. Hayden is survived by his wife, Gail, and their two children.
Herbert Homer,48, of Milford, Massachusetts, worked for Raytheon Co.
Robert Jalbert, 61, of Swampscott, Massachusetts, was a salesman.
Ralph Kershaw, 52, of Manchester-by-the-Sea, Massachusetts, was a marine surveyor.
Heinrich Kimmig, 43, chairman and chief executive officer of BCT Technology Ag, of Germany was on a business trip involving contract negotiations with U.S. partners along with two other BCT execs, the company said in a statement. Kimmig studied mechanical engineering in college. After an internship, he became the design manager at Badische Stahl Engineering, and shortly after, he founded BSE Computer-Technologie GmbH, originally a locally operating software company. In 1999, this company became BCT Technology AG. Kimmig is survived by his wife and two children.
Brian Kinney, 29, of Lowell, Massachusetts, was an auditor for PriceWaterhouse Cooper.
Robert LeBlanc, 70, of Lee, New Hampshire, was a professor emeritus of geography at the University of New Hampshire. After earning his doctorate at the University of Minnesota, LeBlanc joined the University of New Hampshire's faculty in 1963 as a cultural geographer. With a specialty in Canadian studies, he looked at the Franco-American communities in New England's mill towns. He was acting chair and chair of the geography department for nearly 10 years, retiring in 1999.
Maclovio "Joe" Lopez Jr., 41, was from Norwalk, California.
Marianne MacFarlane
Louis Neil Mariani, 59, was from Derry, New Hampshire.
Juliana Valentine McCourt, 4, was from New London, Connecticut.
Ruth McCourt, 24, was from Westford, Massachusetts.
Wolfgang Menzel, 60, of Germany joined BCT Technology AG in 2000 as director of human resources. He is survived by his wife and one child. Menzel had planned to retire in six months.
Shawn Nassaney, 25, was from Pawtucket, Rhode Island.
Patrick Quigley, 40, of Wellesley, Massachusetts, was a partner at PriceWaterhouse Cooper.
Frederick Rimmele was a physician from Marblehead, Massachusetts.
James M. Roux, 42, was from Portland, Maine.
Jesus Sanchez, 45, was an off-duty flight attendant from Hudson, Massachusetts.
Kathleen Shearer was from Dover, New Hampshire.
Robert Shearer was from Dover, New Hampshire.
Jane Simpkin, 35, was from Wayland, Massachusetts.
Brian D. Sweeney, 38, was from Barnstable, Massachusetts.
Timothy Ward, 38, of San Diego, California, worked at the Carlsbad, California-based Rubio's Restaurants Inc. A 14-year veteran of the company, he opened its second restaurant in San Diego and most recently worked in the information technology department.
William Weems of Marblehead, Massachusetts, was a commercial producer.

UNITED AIRLINES FLIGHT 93

United Airlines Flight 93, from Newark, New Jersey, to San Francisco, California, crashed in rural southwest Pennsylvania, with 45 people on board, none of whom were alleged hijackers or Arabs.

CREW

Jason Dahl, 43, from Denver, Colorado, was the plane's captain. He had a wife and son. Dahl had a lifelong interest in flying, said his aunt, Maxine Atkinson, of Waterloo, Iowa.
Leroy Homer, 36, from Marlton, New Jersey, was the first officer on board. He was married and had a daughter.
Lorraine Bay was a flight attendant.
Sandra Bradshaw, 38, of Greensboro, North Carolina, was a flight attendant.
Wanda Green was a flight attendant.
CeeCee Lyles of Fort Myers, Florida, was a flight attendant. She reached her husband, Lorne, by cell phone to tell him that she loved him and their children before the plane went down. The couple between them had four children.
Deborah Welsh was a flight attendant.

PASSENGERS

Christian Adams
Todd Beamer, 32, was from Cranbury, New Jersey.
Alan Beaven, 48, of Oakland, California, was an environmental lawyer.
Mark Bingham, 31, of San Francisco owned a public relations firm, the Bingham Group. He called his mother, Alice Hoglan, 15 minutes before the plane crashed and told her that the plane had been taken over by three men who claimed to have a bomb. Hoglan said her son told her that some passengers planned to try to regain control of the plane. "He said, 'I love you very, very much, ' " Hoglan said.
Deora Bodley, 20, of Santa Clara, California, was a university student.
Marion Britton
Thomas E. Burnett Jr., 38, of San Ramon, California, was a senior vice president and chief operating officer of Thoratec Corp., a medical research and development company, and the father of three. He made four calls to his wife, Deena, from the plane. Deena Burnett said that her husband told her that one passenger had been stabbed and that "a group of us are going to do something." He also told her that the people on board knew about the attack on the World Trade Center, apparently through other phone calls.
William Cashman
Georgine Corrigan
Joseph Deluca
Patrick Driscoll
Edward Felt, 41, was from Matawan, New Jersey.
Colleen Fraser
Andrew Garcia
Jeremy Glick, 31, from West Milford, New Jersey, called his wife, Liz, and in-laws in New York on a cell phone to tell them the plane had been hijacked, Joanne Makely, Glick's mother-in-law, told CNN. Glick said that one of the hijackers "had a red box he said was a bomb, and one had a knife of some nature," Makely said. Glick asked Makely if the reports about the attacks on the World Trade Center were true, and she told him they were. He left the phone for a while, returning to say, "The men voted to attack the terrorists," Makely said.
Lauren Grandcolas of San Rafael, California, was a sales worker at Good Housekeeping magazine.
Donald F. Green, 52, was from Greenwich, Connecticut.
Linda Gronlund
Richard Guadagno, 38, of Eureka, California, was the manager of the U.S. Fish and Wildlife Service's Humboldt Bay National Wildlife Refuge.
Toshiya Kuge
Waleska Martinez
Nicole Miller
Mark Rothenberg
Christine Snyder, 32, was from Kailua, Hawaii. She was an arborist for the Outdoor Circle and was returning from a conference in Washington. She had been married less than a year.
John Talignani
Honor Wainio

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 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)

... And Now You Don't

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.wtc explosion.

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.)

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!

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.  http://ennes.org/jim/ussliberty/

When four US fighter jets from a nearby aircraft carrier came to protect the Liberty, US Defense Secretary Robert McNamara ordered the jets NOT to come to the Liberty's aid, and allowed the Israeli attack to continue.  Thirty-fourAmericans were killed and 171 wounded.   http://ennes.org/jim/ussliberty/chapter6.htm

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.

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/

Why Take 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"

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

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.)

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

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.)

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.)

Missing: Air Traffic Control Conversations

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

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

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.)

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.

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.)

Flight 175

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.)

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

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/

Lawd, WHO WRITES THIS STUFF?

Flight 93

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.)

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 hitting 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

"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.

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

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?

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

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

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. 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 heros, martyrs in the good cause ...

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 (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."

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Reproduced From: Waco Holocaust Electronic Museum

THE ENEMY IS INSIDE THE GATES 

by Donn de Grand Pré Oct. 23, 2001

A dedicated group of experienced civilian and military pilots, including

combat fighter pilots and commercial airline captains, just finished a marathon 72 hours of non-stop briefings and debate over the current crisis evolving from the use of commercial aircraft as cruise missiles against the World Trade Center and the Pentagon on 11 September.

The so-called terrorist attack was in fact a superbly executed military operation against the United States, requiring the utmost professional military skill in command, communications and control. It was flawless in timing, in the choice of selected aircraft to be used as guided missiles, and in the coordinated delivery of those missiles to their pre-selected targets.

As a tactical military exercise against two significant targets (world financial center and the citadel of world strategic military planning), the attack, from a psychological impact on the American public, equaled the Japanese "surprise" attack on Pearl Harbor 7 Dec 1941.

The over-riding question: If we are at war, who is the enemy?

The group determined that the enemy is within the gates, that he has infiltrated into the highest policy-making positions at the Federal level, and has absolute control, not only of the purse strings, but of the troop build-up and deployment of our military forces, including active, reserve and National Guard units.

PRELUDE TO PANIC

The 9-11 activity and horrific destruction of US property and lives was intentionally meant to trigger a psychological and patriotic reaction on

the part of the US citizens, which is paving the way for "combined UN activity" (using the fig leaf of NATO) for striking key targets in both the Middle East/South Asia and the Balkans. The goal continues to be ultimate destruction of all national sovereignty and establishment of a global government.

The trigger for the 9-11 activity was the imminent and unstoppable world-wide financial collapse, which can only be prevented (temporarily)

by a major war, perhaps to become known as WW III. To bring it off (one more time), martial law will probably be imposed in the United States.

In each of the major wars of the 20th century, the financial manipulators (located in the City of London and New York City) had placed the US (and

much of the Western world) in a monetary expansion mode, followed by an ever-tightening vice of a gigantic credit squeeze. We now have two ongoing and tightly controlled simultaneous events (emanating from the two symbolic targets of 911:

1) Alan Greenspan, Fed chairman, promising to flood the market with up to $200 billion in FRNs and to further lower interest rates, thus bringing about hyperinflation and dollar devaluation. Much of these multi billions in largesse will be dumped into the coffers of Wall Street, Defense, bankrupt airlines, insurance companies and into the willing arms of debt-ridden third-world countries in the form of debt repudiation (forgiveness). Call it bribery, in order to get these often reluctant nations to join our coalition of "freedom fighters" in "the war against terrorism".

2) Paul Wolfowitz, deputy Defense secretary, promised that the US will launch "sustained military strikes against those behind the terrorist attacks on New York and Washington". He said that the "military retaliation would continue until the roots of terrorism are destroyed."

This bit of saber rattling was seconded by select NATO allies (especially Britain), and by our chief ally in the Middle East, the Butcher of Beirut, Ariel Sharon, while Secretary of Defense Don Rumsfeld, with the blessings of Pres. Bush II, is activating thousands of national guard and reservists, not only to guard the vulnerable airports, but to do fly-overs of our Nation's capital in F16s from the North Dakota Air Guard. Other National Guard units are being jockeyed into potential combat "hot spots" throughout the Middle East/South Asia and the Balkans.

WHO IS THE ENEMY?

Following is a summary of the near-unanimous views of the assembled military and civilian pilots concerning certain critical factors relating to the WTC/Pentagon hit of 9-11:

Troubling questions arose about the alleged pilot-hijackers of the four aircraft, who were supposedly trained on Cessna aircraft over the past year at fields in Florida and Oklahoma. One General officer remarked, "I seriously question whether these novices could have located a target dead-on 200 miles removed from takeoff point...-- much less controlled the flight and mastered the intricacies of 11FR (instrument flight rules) -- and all accomplished in 45 minutes."

The extremely skillful maneuvering of the three aircraft at near mach speeds, each unerringly hitting their targets, was superb. As one Air Force officer -- a veteran of over 100 sorties over North Vietnam -- explained, "Those birds (commercial airliners) either had a crack fighter pilot in the left seat, or they were being maneuvered by remote control."

Another pilot warned that "we had better consider whether electro- magnetic pulse or radio frequency weapons were used from a command and control platform hovering over the Eastern Seaboard... I'm talkin' AWACS."

Another comment: "If there was an AWACS on station over the targeted area, did it have a Global Hawk capability? I mean, could it convert the commercial jets to robotic flying missiles?

A hotly debated question: Who would be in command of such an Airborne Warning and Control System (AWACS)? Were they Chinese -- Russians -- Saudis -- Israelis -- NATO? All of these countries possess AWACS-type aircraft. All (except the Saudis) have the capability to utilize electro-magnetic pulsing (EMP) to knock out on-board flight controls and communications of targeted aircraft, and then to fly them by remote control.

One of the Air Force officers explained that we had already flown a robot plane the size of a Boeing 737 across the Pacific to Australia --unmanned -- from Edwards AF13 in California to a successful landing on an Aussie base in South Australia. It flies along a pre-programmed flight path, but is "monitored" (controlled remotely) by a pilot from an outside station.

He explained that the London Economist (20 Sep 2001) published comments from the former CEO of British Airways, Robert Ayling, who stated that an aircraft could be commandeered from the ground or air and controlled remotely in the event of a hijack.

COMMERCIAL JETS AS GUIDED MISSILES

An AP story, dateline Brussels - 7 Oct 01 -- "At Washington's request, NATO will soon deploy surveillance aircraft for anti-terrorist operations in the United States in response to the attacks on New York and Washington,

NATO officials said Sunday, an unprecedented use of foreign military forces to defend the U.S. homeland."

The assembled group of pilots debated why we would ask for foreign forces to fly AWACS over our sovereign territory when we have a fleet of 33 of them, of which 28 are stationed in Oklahoma. The debate also centered on whether such NATO surveillance aircraft were already here prior to 11 Sept.

Could one of them have commandeered the four airliners?

There seems to be wide discrepancies between what the Federal government

is proclaiming -- and their media moguls reporting -- as opposed to the calm and reasoned and rational views of those men who fly the planes and defend the nation against all enemies, foreign and domestic.

This writer has been a general aviation pilot since 1946. 1 have flown a variety of single engine prop aircraft since, and installed an FAA-approved airstrip here on my farm in 1980. Two local pilots periodically joined me for short hops; one, a Madison County lawyer, a graduate of the Air Force Academy, who flew for the Air Force before coming home to practice law.

The other, Kent Hill, who lives with his wife, Carol, on a farm close to

mine, is an American Airlines captain assigned to the European route. He was a lifelong friend of "Chic" Burlingame. They were graduates of the Naval Academy and flew F-4 Phantoms in Vietnam. Both left the Navy 28 years ago and joined American Airlines. Both planned to retire in 2002. Chic was the captain of AA flight 77, a Boeing 757, which departed Washington Dulles for Los Angeles at 8:10 am on I I September, with 58 passengers and a crew of 6. Flight 77 crashed into the Pentagon at 9:41 am.

"We were totally trained on the old type of hijack," Capt Hill said, "where you treat the hijacker cordially, punch a 4-digit code into your transponder to alert ground control you're being hijacked, and then get him where he

wants to go, set the plane safely on the ground and let them deal with it on the ground.

However, this is a totally new situation... Not one of the planes alerted ground control that they were being hijacked." How come?

"The fact is, all the transponders were turned off on the doomed flights

virtually at the same time." Look at their departure times -- two from Logan (Boston), one from Newark, another from Dulles (Washington DC) -- all between 8 am and 8:15.

"Shortly after climb-out to flight level, their transponders are de-activated.. (they are no longer a blip on the radar screens). This is something that really needs to be looked into. The only reason we turn them off is so they don't interfere with ground systems when we land."

(Note: Transponders identify a particular aircraft in flight on the radar screens of FAA flight controllers located throughout the country. Various codes are punched into the transponder, one displaying, "I am being hijacked.")

Although there is much talk among the various flight crews, Hill says they are not privy to any of the investigations into the events of I I September. "We're in the dark -- very much so... They're playing it pretty tight to the vest."

He is convinced none of the pilots had control of their aircraft when they were flown into the World Trade Center and the Pentagon. The question then becomes, who was really in control?

"Even if I had a gun at my head, I'd never fly a plane into a building. I'd try to put it in anywhere -- a field or a river --and I'd be searing the hell out of them (the hijackers) by flying upside down first," Hill said.

In fact, the pilot has the best weapon in his hand when threatened with imminent death by a hijacker, namely, the airplane.

Another airline pilot stated. "On hearing a major scuffle in the cabin, the pilot should have inverted the aircraft so the hijackers end up with

broken necks."

That none of the four pilots executed such a maneuver points toward the fact that none of them had control of their aircraft, but had been overridden by an outside force, which was flying them by remote control.

As an old and not so bold pilot, I became more convinced that the four commercial jets were choreographed by a "conductor" from a central source, namely an airborne warning and control system (AWACS). They have the electronic capability to engage several aircraft simultaneously, knock out their on-board flight controls by EMP (electro-magnetic pulsing) and assume command and remote control of these targeted aircraft.

As we consider all the options -- and enemies -- who performed this act of war, whether from China, Russia, Israel, an Islamic country, or from NATO, we must also consider that the enemy may be within the gates.

If so, then we are dealing with high treason.

(Donn de Grand M, a retired Army colonel, is author of "A Window on America", "Confessions of an Arms Peddler" and his latest, "Barbarians Inside the Gates".)

***

Here are some very conclusive links:

>There is irrefutable evidence which proves total complicity on the part
>of traitors at the highest level of the executive branch -- along with
>numerous accomplices and co-conspirators in the military, intelligence
>and administrative sectors -- in the September 11 atrocities perpetrated
>against the American people
>
>Here's the deal.
>
>It is a FACT that DOZENS of Air Force and Air National Guard bases are
>located within TEN to THIRTY minutes intercept time of BOTH 9.11 target
>locations.
>
>It is a FACT that most of these installations have at the ready fighter
>jets such as F-16s to be scrambled on a MOMENT's NOTICE, for
>intercepting troubled or problem aircraft.
>
>It is a FACT that air defense units DID receive alerts from Air Traffic
>Controllers and non-corrupt FAA officials on a number of aircraft across
>the East Coast which had broken communications and deviated radically
>from established flight paths on the morning of September 11.
>
>It is a FACT that standard intercept procedures for dealing with these
>kinds of situations ARE TOTALLY ESTABLISHED, IN FORCE and ON-LINE in
>these United States 365 days a year, 7 days a week, 24 hours a day.
>
><< Regarding rules governing IFR requirements, see FAA Order 7400.2E
>'Procedures for Handling Airspace Matters,' Effective Date: December 7,
>2000 (Includes Change 1, effective July 7, 2001), Chapter 14-1-2.
>Full text posted at:
>  http://www.faa.gov/ATpubs/AIR/air1401.html#14-1-2FAA  
>
><<Guide to Basic Flight Information and Air Traffic Control (ATC)
>Procedures,' (Includes Change
>3 Effective: July 12, 2001) Chapter 5-6-4 "Interception Signals"
>Full text posted at:
>  http://www.faa.gov/ATpubs/AIM/Chap5/aim0506.html#5-6-4 
>
><<FAA Order 7110.65M 'Air Traffic Control' (Includes Change 3 Effective:
>July 12, 2001), Chapter 10-2-5 "Emergency Situations"
>Full text posted at:
>  http://www.faa.gov/ATpubs/ATC/Chp10/atc1002.html#10-2-5 
>
><<FAA Order 7110.65M 'Air Traffic Control' (Includes Change 3 Effective:
>July 12, 2001), Chapter 10-1-1 "Emergency Determinations"
>Full text posted at:
>  http://www.faa.gov/ATpubs/ATC/Chp10/atc1001.html#10-1-1 
>
><<FAA Order 7610.4J 'Special Military Operations' (Effective Date:
>November 3, 1998; Includes: Change 1, effective July 3, 2000; Change 2,
>effective July 12, 2001), Chapter 4, Section 5, "Air Defense Liaison
>Officers (ADLO's)"
>Full text posted at:
>  http://www.faa.gov/ATpubs/MIL/Ch4/mil0405.html#Section%205 
>
><<FAA Order 7610.4J 'Special Military Operations' (Effective Date:
>November 3, 1998; Includes: Change 1, effective July 3, 2000; Change 2,
>effective July 12, 2001), Chapter 7, Section 1-2, "Escort of Hijacked
>Aircraft: Requests for Service"
>Full text posted at:
>  http://faa.gov/ATpubs/MIL/Ch7/mil0701.html#7-1-2 
>
><<'Chairman of the Joint Chiefs of Staff Instruction 3610.01A,' 1 June
>2001, "Aircraft Piracy (Hijacking) and Destruction of Derelict Airborne
>Objects," 4. Policy (page 1)
>PDF available at:
>  http://www.dtic.mil/doctrine/jel/cjcsd/cjcsi/3610_01a.pdf 
>Backup at:
>  http://emperors-clothes.com/9-11backups/3610_01a.pdf 
>
><<For a clear and detailed description of flight plans, fixes, and Air
>Traffic Control, see: 'Direct-To Requirements' by Gregory Dennis and
>Emina Torlak at:
>  http://sdg.lcs.mit.edu/atc/D2Requirements.htm 

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