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Jack Duggan jxduggan@optonline.net


Thu Jan 24 16:36:00 2002

"Jack Duggan" jxduggan@optonline.net  wrote:

The author of the below cannot be contacted, since his e-mail address was not
listed. The below I edited for brevity and to let you know which aircraft you
may feel safer flying aboard. -JD


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.

Home Run Electronically Hijacking the World Trade Center Attack Aircraft

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

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

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

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

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

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

Many readers might by now be indignant; convinced this is incorrect or
misleading information because of “those telephone calls from the hijacked
aircraft”. Which telephone calls exactly? There are no records of any such
calls, and the emotional 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 cell phone,
and faced with imminent death would have called her direct. The FAA helped
out by claiming that it had “overheard” a heated argument from a cockpit
where the radio transmit switch had been left in the “on” position. When push
came to shove, the FAA was forced to retract, and admit that the mythical
argument was not on the tapes at all.

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

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

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

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

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

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

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

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

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

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

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, everyone woke to this new "proof"
that Arabs were the real culprits.

While we can prove how the attack was carried out, we cannot prove why or
by whom. Of all the work on the Internet, the closest to the truth may be the
report called "Orient Express" written by journalist Israel Shamir, who says,
“Israelis used the event to the max. They killed twenty Palestinians including
a nine year old girl, brought tanks into Jenin and Jericho, destroyed few
Goyiish houses in Jerusalem. The reports were rather gleeful, in the style
'we told you,' and the experts of Israeli TV concluded by one o'clock, the
attack 'was good for the Jews'. ‘It is very good!’ said Bibi Netanyahu,
Why? Because it would strengthen American support of Israel.”

20 January 2002

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

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

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

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

How very clever (and discreet) of Von Buelow to sort of "drop the
information" into the middle of an interview about the 9/11 attacks!

Source: http://geocities.com/mknemesis/printer.html
The World Trade Center Demolition and the So-Called War on Terrorism

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

Raytheon to Develop Joint Precision Approach and Landing System

Instrument Remote Control

APFN NOTE: In the late 70's my company supplied the FAA model 37 teletype
equipment that were used in what was called "Zero Ground Landing System"

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