Operation Pearl
by Professor A. K. Dewdney
August 2003
Editor's note Some people have said that this account of the events of
September 11th 2001 (a detailed extension of the Valentine-Plissken
Hypothesis) is "too convoluted to understand". Actually it's quite simple.
Here's a synopsis for those who have a slight comprehension problem or don't
have time to read it all
Four commercial passenger jets (American Airlines Flights 11 and 77 and
United Airlines Flights 93 and 175) take off and are shortly after diverted
to a military airport.
Two previously-prepared planes (one a Boeing 767, painted up to look like a
United Airlines jet and loaded with extra jet fuel) take off and are flown
by remote control to intercept the flight paths of AA 11 and UA 175 so as to
deceive the air traffic controllers.
These (substituted) jets then fly toward Manhattan; the first crashes into
the North Tower and (eighteen minutes later) the second crashes into the
South Tower.
A fighter jet (under remote control), or a cruise missile, crashes into the
Pentagon. The people on three of the Boeings are transferred to the fourth
(UA 93).
This plane takes off and is shot down by a U.S. Air Force jet over
Pennsylvania, eliminating the innocent witnesses to the diversion of the
passenger planes.
Under cover of darkness later that evening the other three Boeings are flown
by remote control out over the Atlantic, are scuttled and end up in pieces
at the bottom of the ocean.
1 Summary
It is possible to produce the appearance of a terrorist attack on the United
States by means that do not employ terrorists, as such, but by the simple
substitution of one aircraft for another, particularly when the transponders
of the aircraft involved are turned off. The only people who need to be
deceived by such an operation are the radar operators at air traffic control
(ATC) centers.
The scenario explored here, called Operation Pearl (after Pearl Harbor), has
been described in sufficient operational detail that sound judgments can be
made about a) feasibility and b) consistency with evidence on the ground. At
the time of this writing it is probably the best available description of
what probably took place on September 11, 2001.
Under the Operation Pearl scenario, the passengers of all four flights died
in an aerial explosion over Shanksville, PA and the remaining three
airliners are at the bottom of the Atlantic Ocean.
2 Introduction
Since March of 2002, persons probing the web for further information about
the 9/11 attacks could not fail to encounter, sooner or later, a scenario
advanced by Carol Valentine. Called the "Flight of the Bumble Planes"
(Valentine 2002), it allegedly came from an informant who would only
identify himself as "Snake Plisskin," the name of the hero of the movie,
Escape from New York (footnote 1).
The informant outlined the basic hijacking method in an email message to
Carol Valentine, comparing it to a flight of bumble bees. Watching bees as
they buzz around among flowers, it is very difficult to follow individual
bees, since they are always passing close to one another.
This metaphor translates into the flight of two aircraft in a confined
locale of airspace. If the separation between them is small enough, radar
operators will see not two aircraft, but one. On the morning of September
11, 2001, according to this scenario, all four "hijacked" aircraft landed at
a single airport or air base, transferring their passengers to a single
aircraft, the one that crashed in Pennsylvania. Meanwhile, remotely
controlled aircraft of various types carried out the actual attacks. The
scenario, as presented by Valentine, consists of little more than I have
presented here.
Of course, there is a vast difference between an outline and a detailed
operational plan. It may turn out, for example, that any attempt to imagine
how a specific scheme is implemented runs into snags, as in the attempt by
Spencer (2003) to get all four aircraft to one air base long enough for the
combined list of over 200 passengers to board a single aircraft, take off
and crash near Shanksville, Pennsylvania. Spencer, however, assumed that the
takedown of aircraft coincided with the turning off of transponders. In the
present paper the scenario is modified to allow takedown prior to the
turning off of transponders, assuming that takedown occurred at the first
deviation of each aircraft from its flight plan. The refurbished scenario
has now been completed to a level of detail that makes it possible to
evaluate its feasibility, as well as its consistency with the evidence, as
presently acquired and developed.
A scenario named Ghost Riders in the Sky was previously constructed by the
author (Dewdney 2002). The purpose of that scenario was simply to
demonstrate that alternate scenarios that fitted all the facts (as then
understood by the author) could be constructed. The scenario involved
killing all the passengers and flight crew with a fast-acting nerve agent,
then triggering a software patch in the aircraft flight control systems to
direct the aircraft to their various destinations. However, when it became
evident that no Boeing 757 had actually struck the Pentagon (see The
Pentagon Evidence, also on this website), the scenario was rendered invalid.
The Ghost Riders scenario, like the Bush-Cheney scenario, required that the
aircraft that struck their respective targets were as advertised, two 767s
and two 757s.
The fact that the Ghost Riders scenario must now be rejected illustrates the
nature of this inquiry. As in science, hypotheses must be formulated, then
tested against the available evidence. If found wanting in the light of that
evidence, they must be rejected. It is normal in any scientific inquiry to
formulate and analyze more than one hypothesis before one is found that
actually works. The same remark also applies to criminal investigations.
3 The Evidence Filter
Any scenario constructed to account for the events of September 11 2001 must
pass a graduated test, as embodied in the following items. These fall into
three classes
Suspicious circumstances
Four of the named hijackers were not in the United States. The WTC towers
collapsed without adequate heat stress. Smaller aircraft accompanied Flights
77 and 93. Most of the alleged hijackers were rather poor pilots. Evidence
of the alleged hijackers developed too quickly. Westward excursion of
Flights UA93 and AA77 are inexplicable as terrorists hurrying to targets."
Anomalies
The US Air Force failed to intercept any of the flights. The hijackers'
names did not show up on passenger lists. The hijackers' faces did not
appear on boarding gate videos. Black boxes were missing from all but one
flight.
Contradictions
The Pentagon was not struck by a large passenger aircraft. Cellphone calls
alleged to have been made by passengers were essentially impossible.
A successful scenario must at least explain the contradictions and account
for a majority of the anomalies. It is of course desirable that it also
account for the suspicious circumstances, but no scenario need stand or fall
in this regard.
It must be remarked that the only scenario ever supplied to the public via
the official media was the Bush-Cheney scenario, that Arab hijackers seized
control of the four aircraft and proceeded to pilot them into national
landmarks, killing both themselves and their passengers. Clearly, the
Bush-Cheney scenario, considered in detail, explains none of the suspicious
circumstances, none of the anomalies and is directly contradicted by the
facts adduced in the third category. As scenarios go, it is a distinct failure.
4 Technical Elements
The two major technical aspects of the Operation Pearl scenario involve
radar and remote control. Radar technology has been with us since World War
Two, some 60 years ago. Remote control technology has been around in various
forms for at least twenty years. With a basic understanding of both radar
and remote control in relation to 9/11, it becomes possible for the average
citizen to think for himself or herself.
4.1 Radar Substitution
A radar screen is essentially a circular CRT (cathode ray tube like a
television screen) that displays aircraft within the circular airspace
represented on the screen. Radar operators are the only people who can be
aware of what planes are in the sky and where they are going. The vast
majority of people are completely unaware of what is going on in any large
volume of airspace and, when an aircraft passes overhead, can usually not
tell one type from another, let alone what airline or aviation company may
own it. This observation, while something of a commonplace, has important
implications. If an organization wishes to substitute one aircraft for
another without anyone knowing it, the only people it has to deceive are the
radar operators.
The resolution of a radar screen is the size of the smallest point that can
appear there, approximately two millimeters in diameter a "blip." A
typical radar screen, less than a meter in diameter, could therefore be
described as less than 500 "blips" wide. If the airspace represented on the
screen were 500 kilometers in diameter (approximately 300 miles, a not
atypical size), each blip would represent a piece of airspace that is more
than 500/500 = 1 kilometer wide.
In other words, as soon as two aircraft get within a kilometer of one
another, there would be a tendency for their respective blips to merge. With
half a kilometer separation or less, the two aircraft could easily appear as
one.
Of course, two aircraft that are that close together run a distinct risk of
collision unless they are at different altitudes. Radar screens are
two-dimensional in that they represent airspace in the same way as a map,
with the vertical dimension of altitude suppressed. Thus, without additional
information in the form of a displayed altitude number, it is impossible for
a radar operator to tell whether two merged blips represent a potential
collision or not. Altitude information is displayed if an aircraft's
transponder is turned on, otherwise, the radar operator has no idea of the
altitude at which an aircraft happens to be flying.
If one aircraft happens to be within a half kilometer of another, whether
above that aircraft or below it, the radar operator will see only one
aircraft, as long as the two maintain a horizontal separation that is no
greater than half a kilometer (about 500 yards).
Imagine now two aircraft, both headed for the same approximate point on the
radar screen, both with their transponders turned off. One is well above the
other but, as the blips merge, both planes swerve, each taking the other's
former direction. The operator would simply see the aircraft cross and would
have no way to realize that a swap had taken place.
There are many other swapping patterns available. For example, one plane
could apparently catch up and "pass" another when, in fact, it slowed after
the blips merged, even as the other speeded up.
Another method involves the replacement aircraft climbing out of a valley
where it would be invisible to distant radars, even as the other aircraft
descended into the valley. Again, a radar operator would see a more or less
seamless flight without realizing that he or she had been momentarily seeing
not one, but two aircraft on the radar screen.
Of course, if the transponders are turned on, as explained in the next
section, such confusion is less likely to occur. Even in this case, however,
the deception can be complete if the aircraft switch transponder codes.
4.2 Aircraft transponders
Every commercial passenger jet carries a transponder, a device that emits a
special radio message whenever it senses an incoming radar wave. The signal
carries the transponder code, a multi-digit number that serves to identify
the particular aircraft to radar operators at air traffic control centers.
The purpose of the code is to make it clear to ATC operators which plane is
which. Other information sent by the transponder includes the altitude at
which the aircraft is flying. Transponders were implemented many years ago
precisely for the reason that radar blips are otherwise easily confused.
Transponders make the radar operator's job much easier.
The pilot of an airliner can turn the transponder on or off in the cockpit.
He or she can also change the code by keying in a new number.
Transponder codes for all aircraft departing from a given air traffic
control region are assigned by the ATC authority more or less arbitrarily.
The only important criterion for the numbers so assigned is that they all be
different. It sometimes happens that an aircraft entering the control area
carries the same transponder code as another aircraft that is already in the
area. In such a case, one of the pilots is requested to change his or her
code to avoid confusion.
4.3 Remote Control
A remote control system of the type used in this scenario uses a signal
interface that does two things It reads signals from a ground station and
sends signals back to it. Both sets of signals must pass through the
aircraft's antenna system. In the Boeing 757 and 767 the antenna system is
located in the forward belly of the aircraft.
The outgoing signal from the aircraft would include a video signal from a
camera located in the nose or other forward portion of the aircraft. Flight
data such as control positions, airspeed and other instrument readings are
also included in the outgoing signal. The incoming signal from the ground
station would include the position of a virtual control yoke (governing
direction of aircraft), thrust, trim, and other essential flight parameters.
The virtual pilot would sit in front of a reduced instrument panel and a
video monitor. A simplified control yoke or "joystick" control would also be
part of the operator's equipment. The remote pilot would watch the
instruments, as well as the video image, making continuing adjustments in
the aircraft's flight path, just as if he or she sat in the cockpit of the
actual aircraft.
Many claims of the attacking aircraft being under "remote control" have
appeared on the web since 9/11, but typically with little or no supporting
documentation. The claim of a pre-installed anti-hijacking system (Vialls
2001) has proved impossible to verify. Similarly, claims that Global Hawk
technology (USAF 98) was used are rampant, but do not quite fit the specific
version of Operation Pearl presented here. For one thing, the Global Hawk
system does not use remote visual guidance, but onboard navigation
electronics that bypass the need for direct, minute-by-minute human control.
The system invoked for the attacks in Operation Pearl is based on the
Predator unmanned surveillance vehicle (USAF undated), a modularized
aircraft that can be broken into components for ease of shipping and rapid
deployment. One of the components includes a remote guidance module which
could be refitted to another aircraft (with appropriate modifications)
without the need to strip a predator vehicle. The predator operates under
remote human guidance from a ground station that, once deployed, would
require as few as two human operators during a "secure" operation.
A second possibility involves a system known as a "flight termination
system," manufactured by the System Planning Corporation. (SPC 2000) This
system permits hands-on control of a nearly endless variety of aircraft, the
control interface being to a large degree customizable. For the purposes of
the Operation Pearl scenario, either of these systems might well be
adaptable to the remote operations of nonmilitary jet aircraft.
Without question, however, the basic technology for the remote guidance of
aircraft has been on hand for many years. For a large intelligence
organization it would be a straightforward technical operation to install a
remote control system in virtually any type of aircraft, whether a large
commercial airliner or anything smaller. The aircraft carrying the
installation would be available and prepared in advance, then substituted
for the passenger aircraft it was meant to replace.
4.4 Electronic towing
An interesting but different form of remote control is invoked by the
Operation Pearl scenario in the "cleanup" phase, namely the disposal of the
three aircraft that did not crash in Pennsylvania or anywhere else. I call
this facility "electronic towing," It consists of two "black boxes" that
pick up signals from an aircraft's data bus, a shared electronic pathway
travelled by all electronic signals that control the aircraft. (Spitzer
2000) Each black box can read the bus through the data bus monitor, as well
as insert information into the bus. Because the connections are already
available, installation of the boxes could be completed in a matter of hours
on any aircraft. In this relatively simple form of remote control, one
aircraft would be called the "slave," the other the "master." In addition,
two 2-way radios allow the black boxes to communicate, specifically for the
master box to send its signals to the slave box. Under identical conditions,
the slave aircraft will do precisely what the master aircraft does. Such
control signals could also be taped and replayed later to invoke in the
slave aircraft exactly the same behavior as the master.
To initiate towing, the master aircraft takes off first, while the slave
aircraft remains on the runway, completely unoccupied. As soon (or as late)
as the pilot of the master aircraft wishes to, a recording of the master
signals is played over the radio to the slave aircraft, which then takes off
precisely as the master aircraft did. The slave will then follow the master
wherever the pilot of the master wishes to go. With a short time delay in
the control loop, the slave aircraft would appear literally to be towed by
the master, always maintaining the same distance and position behind it. If
the pilot of the master aircraft wished to "unhitch" the slave, he could
simply cut the control signal. Over the ocean, the unhitched aircraft might
fly until it runs out of fuel or it might be blown up by implanted explosives.
5 Operation Pearl
In the detailed scenario to follow, Harrisburg International Airport was
selected as the base of operations. However, any airport, airbase or landing
strip of suitable length within, say, 50 km of Harrisburg might work just as
well. The following table displays the takeoff times of the respective
aircraft from Boston's logan Airport, Newark International, and Washington's
Dulles Airport on the morning of September 11, 2001. Assuming a takedown at
the first deviation, the flying times to Harrisburg International Airport
are calculated and the arrival times of the respective aircraft at
Harrisburg are displayed. All flying times are based on the assumption of an
average airspeed of 805 km/h (500 mph). In each case, 5 minutes is added at
either end of the flight to allow for takeoffs and landings. Flight
Take-down Distance to Harrisburg Flying Time Arrival AA11 816 am 420 km 32
+ 5 min. 853 am UA175 842 am 200 km 15 + 5 min. 902 am UA93 842 am 260
km 20 + 5 min. 907 am AA77 846 am 240 km 18 + 5 min. 909 am
As a convenience, the takedown of Flight UA93 has been made simultaneous
with the aircraft's takeoff. Since the flight path was directed toward
Harrisburg, the takedown time is not relevant to the calculation as it could
have taken place anywhere along the route, yielding the same result for
arrival in Harrisburg.
As a feasibility check, we may now calculate whether there was adequate time
on the ground in Harrisburg to deplane three of the aircraft, loading their
passengers onto Flight UA93. Working backwards, the flight of UA93 from
Harrisburg to Shanksville involved a distance of 144 km for a flight time of
18 minutes. Thus, to "crash" at 1006 am, it had to leave Harrisburg no
later than 945 am. This would give the agents of Operation Pearl (see
Appendix C) some 36 minutes to board the passengers from the other flights
onto Flight UA93.
A master timetable for the entire operation has been provided at the end of
this article. Readers may wish to consult this table, along with the
accompanying map, in order to obtain a birdseye view of all four flights.
We will now examine key elements of the scenario in the form of
mini-dramatizations that place the reader in the scene, as it were. The
following sketches supply enough detail to provide a secondary check on
feasibility. I have used a compact notation to refer to the four replacement
flights, simply appending an "X" to the flight number. Thus "UA175X" refers
to the replacement aircraft for flight UA175.
5.1 The takedown
The morning of September 11 dawned bright and clear over Boston's Logan
Airport as crews arrived for the first flights of the day. The departure
lounge for American Airlines Flight 11 was already filling with passengers
when John Ogonowski, the pilot, and Thomas McGuinness, the second officer,
arrived to board their Boeing 767 and begin the preflight check.
As passengers slowly filed past the check-in counter and onto the boarding
ramp, the flight officers proceeded through the cockpit checklist. The
weather would be perfect for flying. Only one little detail soured
Ogonowski's day. He had been informed that an FBI antiterrorism agent would
be aboard the aircraft. Among the incoming passengers, a nondescript
gentleman in a business suit settled into a seat in first class. Just as the
giant turbofan engines began their warmup, a stewardess reminded the
gentleman, now scribbling on a piece of paper, to fasten his lap belt.
"Certainly. Er, would you mind giving this note to the captain?"
She took the note forward, handing it to Ogonowski, who read it with more
than passing interest.
"Hmmm. I guess it's real. Take a look at this, Tom."
McGuinness read the note.
My name is Bill Proctor, FBI anti-hijacking team. We have information that
hijackers may be aboard the aircraft today. I repeat, may. My partner and I
are on this flight to prevent such a happening. We wish our presence on
board to be kept confidential. I am in seat 7A. Thank you for your cooperation.
"I'd better take a look at this guy," said Ogonowski. Take her out while I
go back for some coffee."
The engines roared to life and the aircraft began to taxi out to the runway.
Ogonowski spotted the gentleman and pulled the note from his breast pocket.
The gentleman nodded and smiled back.
"I'm sorry. I still have to ask to see your ID."
"Certainly." The man handed Ogonowski a small wallet, flipped open to reveal
the famous logo.
On his way to the galley, Ogonowski scrutinized the passengers from the
corner of his eyes. Instinctively, he looked for swarthy, middle eastern
types, somewhat reassured to see none.
The takeoff was smooth and the 767 climbed into clear blue skies, with
several wisps of cirrus off to the west. About 15 minutes into the flight,
just as the flight officers were relaxing and thinking a hijacking rather
unlikely, another note arrived via the stewardess.
We have spotted two terrorists on board. I must come forward to discuss the
situation with you. Bill
"What the hell! Is this guy serious?"
"Jeez. I guess so."
Inside the cockpit, the gentleman wore a serious frown.
"We'll have to land at Harrisburg, where we have facilities to deal with
this problem. Use the 80.7 kHz frequency and do not engage in any other
radio activity at this time, please. Identify yourself as American Flight
380 and tell them you have a faulty fuel pump in Number Two engine."
"Where are the terrorists?"
"Don't worry, they're here. By the way, you must also turn off your
transponder. Now."
Ogonowski turned on the PA system.
"Ladies and gentlemen, we have experienced a slight difficulty with one of
our fuel pumps and must land to have it checked. American is sorry for the
delay. We'll have alternate transportation ready for you as soon as possible."
The gentleman smiled, nodding approvingly. A murmur of groans and complaints
filtered into the cabin.
"One more thing. As soon as we touch down, proceed immediately to the
military hangars at the north end of the airport. We have a team of agents
there who will board the aircraft as soon as you can get the doors open."
Although Ogonowski sent no messages to New York ATC, he could hear the
chatter and knew something was up. About seven minutes before they would
land at Harrisburg, he heard that one of the World Trade Center towers was
on fire, having been hit by a "commuter aircraft," as the rumor had it.
Ahead of him the layout of Harrisburg Airport, faintly discernible in the
distance, grew slowly in size. The aircraft banked and made its final
approach. Unknown to Ogonowski, another Boeing 767 shadowed flight AA11,
below and slightly behind them. It climbed, even as flight AA11 descended.
More radio chatter revealed that aircraft had been ordered down all over the
United States. Ogonowski would be the first of many emergency landings at
Harrisburg International that day.
The 767 glided smoothly to touchdown, its air brakes howling. The aircraft
slowly rolled to a crawl, then turned onto a taxiway that led to an Air
National Guard hangar, where a man with orange batons waved them in. As soon
as the flight crew got the doors open, one of the group of waiting officials
rolled a large gangway to the open door and three agents dashed up the
stairs. One of them had a bullhorn.
"Ladies and gentlemen. We must ask that you leave the aircraft immediately.
Leave all personal belongings and carryon bags aboard the aircraft. This
includes cellphones. Do not attempt any cellphone calls, as they could
trigger any explosives on board. We'll begin evacuation from the front of
the aircraft."
Dutifully, the passengers streamed from the aircraft in orderly fashion,
making their way down the steep gangplank and joining a crowd that had
formed around another official.
"Ladies and gentlemen. It is now safe to tell you that you have just escaped
being hijacked by Arab terrorists. We will apprehend the suspects and search
the aircraft for bombs and other dangers to public safety. Unfortunately,
this procedure may take some time and we have no facilities for you here.
We'll have to put you on another flight, as soon as it arrives. I realize
that this is very inconvenient and we apologize. However, you can think of
yourselves as among the luckiest people in America today."
As he spoke, two officials led a disheveled man in handcuffs down the
gangplank. He had olive-colored skin and a dark beard. A murmur went up from
the crowd.
"Where the hell did he come from?" muttered McGuinness. He had a feeling of
unreality in the pit of his stomach. He felt nauseous.
By then, another aircraft, flight UA175, had landed and was now taxiing
toward the same hangar. The officials herded the passengers into the hanger,
where they were told to wait. Then they went to greet the second aircraft,
where they repeated the procedure.
Tower personnel were of course aware of the two flights parked at the Air
National Guard hangar. They were aware that the aircraft were being
inspected by some kind of security team but, beyond that, they paid little
heed to the operation. They were too busy coordinating some very busy airspace.
5.2 Swapping aircraft
At the New York air traffic control center rows of radar operators "pushing
tin," as they call it, monitored flights into and out of New York airspace,
talking to the pilots occasionally on their throat mikes. Each operator had
several flights to monitor, a job that guaranteed one of the highest stress
levels of any occupation in the travel industry.
The time was 837 in the morning. Operators were about to become aware that
something was amiss in their airspace. We pick up the conversation between
one of them (bold face) and the aircraft under his responsibility. (NYT
2001) My commentary within the transcript has been placed in square brackets.
"USA583 checking in at FL350."
"USA583 Roger."
"42-39 see the 823 FL350 reference that guy on left."
"I gave the FDX turns. Do what you want, reference the FDX."
" R49 310."
"FDX226 contact New York Center on 133.47. Good day."
"33.4 FDX3226 heavy."
"New York UAL 457."
"Sector 10 point out west of LRP 712 at FL410."
"Point out approved."
"UAL175 at FL310."
[The time was 840 am. United Airlines Flight 175 came on the air with some
information to report.]
"UAL 175 New York center. Roger."
"New York do a favor. Were you asked to look for an aircraft, an American
flight about about 8 or 9 o'clock 10 miles south bound last altitude 290? No
one is sure where he is."
"Yeah, we talked about him on the last frequency. We spotted him when he was
at our 3 o'clock position. He did appear to us to be at 29,000 feet. We're
not picking him up on TCAS. I'll look again and see if we can spot him at 24."
"No, it looks like they shut off their transponder. That's why the question
about it."
"New York UAL175 heavy."
"UAL 175 go ahead."
"We figured we'd wait to go to your center. We heard a suspicious
transmission on our departure from BOS. Sounds like someone keyed the mike
and said, 'Everyone stay in your seats.'"
O.K. I'll pass that along.
"It cut out." (UAL 175)
"IGN 93 line."
"Go ahead."
"UAL 175 just came on my frequency and he said he heard a suspicious
transmission when they were leaving BOS 'Everybody stay in your seats.'
That's what he heard as the suspicious transmission, just to let you know."
[Then US Air Flight 583 called in.]
"Center, where do you place him in relation to 583 now?"
"He's off about 9 o'clock and about 20 miles. Looks like he's heading
southbound but there's no transponder, no nothing, and no one's talking to
him."
"Hello New York good morning DAL2315 passing 239 for 280."
"DAL2315 New York Center. Roger."
"New York center DAL2433 310."
"DAL2433 New York Center. Roger."
[Four minutes later the time was 846 and the mystery had not been solved.
Flight 11 was flying an angular route south, then east. Other flights
continued to converse with New York ATC.]
"Direct PTW DAL 1489 heavy."
"Roger."
"DAL2315 contact the New York Center on 134.6. Have a nice day."
"134.6 DAL2315."
"34.6 3-4-point 6."
"USA429 leveling off at 350."
I'm sorry, who was that?
"USA429 leveling at 350."
"USA429, New York Center roger."
[As we will shortly see, the radar operator lost track of Flight AA11, as
evidenced by his queries of pilots in the area, as well as his failure to
make any connection between the World Trade Center fire (about to be
reported) and Flight AA11. It appears that the flight had simply been lost
in the swarm of blips that crowded every screen at the New York ATC.]
"Anybody know what that smoke is in lower Manhattan?"
"I'm sorry, say again."
"A lot of smoke in lower manhattan."
"A lot of smoke in lower Manhattan?"
"Coming out of the top of the World Trade Center building, a major fire."
"And which was the one that just saw the major fire?"
"This is DAL1489 we see lower Manhattan. Looks like the World Trade Center
on fire, but its hard to tell from here."
"DAL1489. Roger."
"Let us know if you hear any news down there."
"Roger."
"DAL 1043 cleared direct PTW."
"Direct PTW DAL 1043."
[At 851 am, the operator was still in touch with Flight 175, asking the
pilot to change his transponder code.]
"UAL175 recycle transponder squawk code 1470."
"UAL175. New York."
[But at 852 am, things went wrong with Flight UAL175, as well.]
"UAL175 do you read New York?"
"DAL1489 do you read New York?"
"DAL1489. Go ahead."
"O.K. Just wanted to make sure you were reading New York. United, United
175. Do you read New York?"
"IGN on the 93 line. Kennedy."
"IGN on the 93 line East Texas."
"IGN."
"Do me a favor. See if UAL175 went back to your frequency."
"UAL 175?"
"Yes."
"He's not here. East Texas."
"10 Do you see that UAL175 anywhere? And do me a favor. You see that
target there on 3321 code at 335 climbing? Don't know who he is, but you got
that USA 583. If you need to descent him down you can. Nobody. We may have a
hijack. We have some problems over here right now."
"Oh you do?" [another operator]
"Yes, that may be real traffic. Nobody knows. I can't get a hold of UAL175
at all right now and I don't know where he went to."
[The transcript reveals a new aircraft with transponder code 3321. The
aircraft has already climbed to 33,500 feet. This may have been the
replacement aircraft.]
"UAL 175 New York."
"New York 583."
"USA583 go ahead."
"Yes. Getting reports over the radio of a commuter hitting the World Trade
Center. Is that nordo [no radio] 76 [Boeing 767] still in the air?"
It is interesting that the initial report of the first WTC attack involved
not a 757, but a smaller commuter aircraft. From that point on however,
things got increasingly hectic at the New York ATC center. Operators glanced
at the screen space centered on Manhattan and eastern New Jersey, trying to
guess which aircraft was Flight 175.
On all screens there were often several aircraft without transponder codes.
Some of these were local flights, mostly smaller aircraft. The presence of
such blips would probably have made the radar operator's job much harder.
Taking one's eye off a suspicious aircraft to check other aircraft in the
area might make it impossible to be certain which aircraft it was when the
operator glanced back. This, in any case, was apparently what happened.
5.3 The World Trade Center
It would have been an eerie experience to ride the 757 that we have called
Flight 175-X. Walking the aisles, we would have seen the seats all stripped
from the aircraft, the walls lined with fuel drums, like so many token
passengers. Cables ran up the aisle to the cockpit, where a large black box
sat on the floor, just in front of the control console. The pilots' seats
were missing. Some of the cables fed into several openings in the console,
others passed through openings in the floor into the aircraft's belly, where
the antenna system communicated with a ground station.
At the ground station, an operator watched a color television monitor. On
it, he could see the Manhattan skyline looming steadily larger. He adjusted
the joystick slightly to the right, aiming for the south tower, then pushed
the stick forward slightly. The aircraft slowly descended until it was level
with the upper third of the still distant building. An ironic smile crossed
the operator's face. This was not exactly the intended use of the Predator
technology.
About a minute from impact, a steady crosswind that the operator had not
taken into account had pushed the aircraft off course to the east, even as
the tower loomed faster than he thought it would. He was going to miss!
Damn. He pulled the joystick sharply to the left.
Just when the corner of the south tower was about to disappear from the
screen , it swung back into view again, the building now appearing sharply
tilted to the right. He saw several rows of windows. Close, then very close.
In the last frame, he caught a glimpse of some office people staring from
one of the windows in horror. Then the screen went blank. To think of how
close he came to missing!
5.4 Back at the base
Under the operation Pearl scenario, the takedown of all four flights would
be conducted in the same manner, flights UA93 and AA77, being no exceptions.
By the time Flight UA93 arrived over Harrisburg, the alarm had been out for
a good 20 minutes. Flights were coming down everywhere. Airport tower
personnel, as well as those at all air traffic control centers, were simply
overwhelmed. In this context, bringing flights UA93 and AA77 into Harrisburg
were relatively simple and secure operations involving little more than
switching to a new transponder number, landing and proceeding to the same
processing area. The same cover story still worked, since it was not known
at the time whether aircraft might be targeted, as well as buildings.
The swap of flight UA93-X for flight UA93 would have been far less exposed
to radar than the swaps in the NY phase of the operation. As Flight UA93
descended into the radar shadow of the Susquehanna valley close to
Harrisburg International, an executive jet rose out of the valley, below and
immediately behind the aircraft. The swap would have been seamless, with
Flight UA93 turning off its transponder about the same time that the pilot
of Flight UA93-X turned his on. Flight UA93-X then turned north to follow an
erratic path to the west as far as Cleveland before looping back to head for
southern Pennsylvania.
The search for bombs on Flights AA11 and UA 175 may have already been
completed by the time that Flight 93 touched down at 907 am. The officials
in charge of the operation nevertheless had a good 20 minutes to search
flight UA93 before hurriedly boarding all the passengers into the one
aircraft, an operation that could have been carried out in 20 minutes.
As the passengers boarded Flight UA93, the officials held a special
conference with pilot Jason Dahl and First Officer LeRoy Homer.
"Fellows, we've made a thorough check for bombs on board, and we're sure
it's clean. Unfortunately, we have some problems with the other aircraft, so
we're going to have to keep them grounded for the time being. We don't have
proper facilities for all these people here, so we're going to have to ask
you to take them all to Dulles where they can be looked after properly.
We'll send all personal goods and luggage along on one of the the other
aircraft, as soon as we have completed our work. We'll have to board the
other passengers now, without delay. You will be picked up by a military
escort aircraft as you leave. Please be sure to follow that aircraft and
stay in communication with it. Frequency will be 118.7 MHz. all the way. Fly
at the same level of 4000 feet. If it should happen to deviate from its
flight path, it may be checking something out. Just stay on course for
Dulles. Your escort will rejoin you soon enough."
Pilot and first officer nodded, then climbed the stairs, entered the cockpit
and began the preflight check for the second time that morning. Meanwhile,
passengers filed into the aircraft, urged on by the officials, until the
aircraft was full. As it happened, flight 93 had just enough seats to
accommodate the passengers of all four flights.
At 945 the 757 roared off the runway at Harrisburg and set course for
Washington, even as a military-looking all-white aircraft rose from low
altitude to fly off their port wing.
"This is your Escort Bravo One. We're not very fast, here." said the
military pilot. "Reduce your airspeed to 400 knots and stay directly behind
with minimal separation."
"I've seen that kind of aircraft before," said Homer.
"Yup. That's an A-10 Warthog," said Dahl. "And she's armed to the teeth. See
the missiles under the wing?"
"Warthog? Funny name."
"Actually, it's called the Thunderbolt, but I guess everyone thinks the
thing is too ugly to be called anything but a warthog."
5.5 The Crash at Shanksville
The two aircraft climbed out along the valley of the Susquehanna, then
headed southwest along a succession of valleys, emerging at last into a
large, relatively flat basin, partly forested and dotted with farms and
villages. Ahead of them, the white aircraft, flight UA93-X, suddenly turned
off and began circling around to the east, descending as it went.
Shanksville resident Susan Mcelwain watched the white aircraft pass directly
over her minivan
"It came right over me, I reckon just 40 or 50 feet above my van," she
recalled. "It was so low I ducked instinctively. It was traveling real fast,
but hardly made any sound. (UF93 2001)
"Then it disappeared behind some trees. A few seconds later I heard this
great explosion and saw this fireball rise up over the trees, so I figured
the jet had crashed. The ground really shook. So I dialed 911 and told them
what happened . . . "
"There's no way I imagined this plane it was so low it was virtually on
top of me. It was white with no markings but it was definitely military, it
just had that look. It had two rear engines, a big fin on the back like a
spoiler on the back of a car and with two upright fins at the side. I
haven't found one like it on the internet. It definitely wasn't one of those
executive jets. The FBI came and talked to me and said there was no plane
around."
The description of the mystery aircraft given by Ms Mcelwain happens to
match only one military aircraft currently in use by the US armed forces,
namely a (repainted) A-10 Thunderbolt, a heavily armed aircraft used in
ground support roles. (McChord 2003) Several other witnesses saw the same
aircraft, both before the crash and after it, circling the area. (Flight 93,
2001)
Two area residents, both quite close to the crash scene, heard missiles
being fired. One, a Viet Nam veteran, was quite sure about what he had heard.
Mcelwain and many others heard one or two tremendous explosions rock the sky
over Shanksville. Debris rained down for miles around. One engine landed
nearly a mile from the alleged crash site. Body parts, luggage, scraps of
metal, bits of in-flight magazine plummeted or fluttered to the ground a
mile or more away.
The white aircraft turned, took one more pass, then headed back to its base
of operations. Mcelwain called 911.
The Shanksville "crash" of Flight 93 presents us with a number of mysterious
reports of a midair explosion (or explosions) as well as the presence of a
white "mystery jet" seen in the area by many local residents.
The midair explosion was heard by virtually everyone in the area, of course.
The debris field resulting from the explosion was apparently much more
extensive than what would result from an ordinary crash, with all the debris
within a narrow compass laterally to the incoming flight path. New Baltimore
resident Melanie Hankinson, who lives some eight miles from the crash site,
found paper debris from the aircraft, including remnants of United Airlines
in-flight magazine, Hemispheres. Other debris, including body parts, were
scattered over a space of miles. One of the engines were found a
"considerable distance from the crash site," according to State Police Major
Lyle Szupinka.
Shanksville Mayor, Earnest Stuhl, has stated that at least two area
residents, both living within a few hundred yards of the debris field, heard
missiles being fired. One of the witnesses, a Viet Nam veteran, had heard
missiles fired from aircraft many times during his tour of duty and claimed
that it could not be anything else.
5.6 The Attack on the Pentagon
About the time that Flight AA11-X struck the north tower of the World Trade
Center in New York, Flight AA77-X took over from Flight AA77. Like Flight
UA93, Flight AA77 dropped into one of the numerous valleys that run the
length of the Alleghenies, possibly the valley of the Shenandoah River.
Meanwhile, Flight AA77-X, an executive jet, fled westward across West
Virginia before looping back, close to the border of southern Ohio. At this
point, the pilot turned off his transponder and headed straight for
Washington, DC.
By 930 am Flight AA77-X was already over Virginia, closing rapidly on the
capital. As it approached the Pentagon from the west, another smaller
aircraft, possibly a cruise missile, came into the Pentagon from the
southwest. It came very fast. Flight AA77-X banked sharply to pass over the
Pentagon from the same direction, then flew off to its base. Although
visible on local radar as an overflight, it was confused with the incoming
missile, which would have been visible as a second blip. Operators would
have been led to assume that the second blip represented the overflight.
The small military aircraft (or missile) slammed into the lower half of the
80-foot high wall of the Pentagon, its fuselage punching a hole in the
two-foot thick limestone block wall.
5.7 Disposal
Getting rid of the original aircraft was trickier than one might suppose.
One could not simply wash off the paint with an acid scrub and sell the
aircraft to a third world country. Nor could one break the aircraft up and
sell the parts. Indeed the parts, thousands of them, were all stamped with
serial numbers that were registered to their respective aircraft. They could
be traced. For this reason, it would have been much cleaner to dump the
aircraft in the Atlantic Ocean.
Perhaps it was not until nightfall of September 11 that the disposal
operation started. By then each aircraft had been fitted with slave
technology. The master aircraft had already flown out over the Atlantic, the
signal from the data bus monitor having been transmitted back to shore and
recorded. It would then have been a simple matter to replay the tape to each
of the three "non-existent" aircraft at half-hour intervals. Each aircraft
would have gone through exactly the same motions as the master aircraft,
continuing its flight out over the Atlantic Ocean until the implanted bomb
destroyed it. Under the Operation Pearl scenario, the three aircraft ended
up in pretty much the same state as the Bush-Cheney scenario alleges. The
locations are quite different, however.
Inspiration for the electronic tow technology came from the eyewitness
account of two aircraft sighted by a New Jersey resident and his wife (names
witheld by request).
"Several days before 911, my wife and I were walking on Long Beach Island.
It was late in the afternoon when I looked out over the ocean and saw these
two passenger jets flying toward us, due west. They were flying amazingly
low and amazingly slow. I was amazed to see these two jets were flying
closely behind the other [sic], nose to tail, and what was most amazing was
that they were perfectly spaced, about fifty feet apart, with absolutely no
fluctuations in their spacing. It looked just like one plane was towing the
other. They flew right over our heads, and I watched them as they flew
westward."
Under the operation Pearl scenario, the strollers witnessed a final test of
the master/slave control system.
6 The Evidence Filter
We are now in a position to review the evidence and its relationship to the
Operation Pearl scenario described above. Below each item in the original
checklist, I have placed a brief explanation of the relationship.
Suspicious circumstances
Four of the named hijackers were not in the United States. The alleged
hijackers were not on the aircraft, in any case. Their names may have been
selected from a list of lapsed or stolen passports. The WTC towers collapsed
without adequate heat stress. The lack of passenger corpses, luggage, etc,
had to be concealed by burial. Smaller aircraft accompanied Flights AA77 and
UA93. Surrogate aircraft were used as substitutes for the originals. Most of
the alleged hijackers were rather poor pilots. The alleged hijackers were
not aboard the aircraft, in any case. Evidence of alleged hijackers
developed too quickly. Evidence was planted in order to have the story
develop quickly. Westward excursion of Flights UA93 and AA77 are
inexplicable as terrorists hurrying to targets. The excursions gave time to
load all the pasengers onto Flight 93.
Anomalies
The US Air Force failed to intercept any of the flights. No interceptors
were deployed since their pilots would have reported the substitute
aircraft. The hijackers' names did not show up on passenger lists. The
hijackers were not aboard the aircraft. The hijackers' faces did not appear
on boarding gate videos. The hijackers were not aboard the aircraft. Black
boxes were missing from all but one flight. Black boxes were not present on
attacking aircraft
Contradictions
Aircraft striking the Pentagon was not a large passenger aircraft. Flight
AA77 did not strike the Pentagon. Cellphone calls made by passengers were
highly unlikely to impossible. Flight UA93 was not in the air when most of
the alleged calls were made.
Expanded timeline for Operation Pearl
Time
Event
759 am UA11 takes off from Boston's Logan Airport 814 am UA175 takes off
from Boston's Logan Airport 816 am First deviation of AA11 north of Albany,
NY 820 am AA77 takes off from Washington's Dulles Airport 820 am AA11
transponder turned off 830 am First swap Flight AA11-X takes over,
transponder off 835 am Beginning of NY ATC transcript 840 am UA175
transponder is turned off 842 am UA93 takes off from Newark, NJ First
deviation of UA175 over northern NJ 846 am Second swap Flight AA77X takes
over, same t-code 846 am AA11-X strikes north tower of WTC Nationwide alert
begins 853 am Third swap Flight UA175X takes over, transponder off AA11
lands at Harrisburg 854 am End of NY ATC transcript 855 am AA77X
transponder is turned off 902 am UA175X strikes south tower of WTC UA175
lands at Harrisburg Fourth swap Flight UA93X replaces UA93 907 am UA93
lands at Harrisburg 909 am AA77 lands at Harrisburg 937 am AA77X overflies
the Pentagon, aircraft or explosion at Wedge 1 945 am UA93 takes off from
Harrisburg 1006 am UA93 crashes near Shanksville, PA
[]
Footnote 1 The plot of the movie, set in a decaying future New York ruled
by warlords, involves the rescue of the President of the United States who
is being held for ransom. Snake Plisskin (played by Kurt Russel) is released
from jail by authorities eager to use his talents to rescue the President.
References
(USA Today 2001) USA Today. 2000. Weapons of destruction. Accessed from
http//www.usatoday.com/graphics/news/gra/gflightpath2/frame.htm on July 5,
2003.
(Dewdney 2002) Ghost riders in the Sky. Feral News. Retrieved from
http//feralnews.com/issues/911/dewdney/ghost_riders_1-4_1.html May 15, 2003.
(Flight 93, 2001) How did Flight 93 crash? Retrieved from
http//www.flight93crash.com May 20, 2003. Note this site uses mostly local
and national media sources.
(McChord, 2003) A-10 Thunderbolt. McChord Air Museum. Retrieved from
http//www.mcchordairmuseum.org/REV%20B%20MAM%20COLLECTION%20a-10%20%20BORDE
R.htm
(NYT 2001) The New York Times. October 16, 2001, Transcript of United
Airlines Flight 175. Retrieved from
http//www.nytimes.com/2001/10/16/national/16FLIGHT175-TEXT.html July 4, 2003.
(Ostrovsky & Hoy, 1990) Hoy C, Ostrovsky V. 1990. By Way of Deception.
Toronto, Canada Stoddart.
(Serendipity 2002) http//www.serendipity.li/wtc.html
(SPC 2000) FTS Flight termination system. 2000. System Planning Corporation,
Langley, VA. Retrieved from http//www.sysplan.com/ May 17 2003. See
http//www.sysplan.com/Radar/FTS/ (flight termination system) and also
http//www.sysplan.com/Radar/CTS/ (command transmitter system)
(Spitzer 2000) Spitzer, C. R. 2000. Digital Avionics Systems principles and
practices. The Blackburn Press (McGraw-Hill), Caldwell, NJ.
(UF93 2001) United Flight 93 Crash Theory Home Page. 2001. How did Flight 93
Crash? Retrieved from http//www.flight93crash.com June 10, 2003.
(USAF no date) RQ-1 Predator unmanned aerial vehicle. United States Air
Force Fact Sheet. Aeronautical Systems Center, USAF, Langley, VA. No date on
document. Retrieved from
http//www.af.mil/news/factsheets/RQ_1_Predator_Unmanned_Aerial.html May 18
2003.
(USAF 98) Global Hawk U. S. Airforce Fact Sheet. Global Hawk. Aeronautical
Systems Center. USAF Langley, VA. Retrieved July 4 2003 from
http//www.af.mil/news/factsheets/global.html
APPENDICES
A The Basic Timeline
(All times are ante meridian or am, EDT) Flight Departure Deviation
Transponder Hit American 11 759 am 816 am 820 am 846 am United 175 814
am 842 am 840 am 902 am American 77 820 am 846 am 855 am 937 am
United 93 842 am 936 am 940 am 1006 am
B Table of aircraft
Flight no Equipment Airport On board Flight 11 Boeing 767 Boston Logan 81
passengers, 11 crew Flight 175 Boeing 767 Boston Logan 56 passengers, 9 crew
Flight 77 Boeing 757 Wash. Dulles 58 passengers, 6 crew Flight 93 Boeing 757
Newark Intn'l 30 passengers, 7 crew
C Estimates of equipment and personnel used in Operation Pearl
The following lists represent the core requirements in equipment and
personnel required to execute Operation Pearl. Additional equipment as well
as operatives playing minor roles are not included. Also not included are
the operatives running "Operation Footprint," the flight training program
for approximately ten Arabs from a variety of middle eastern countries.
Equipment
1 Boeing 767 fitted with remote guidance systems 3 Executive-sized jet
aircraft, one fitted with a remote guidance system 1 A-10 Thunderbolt
Personnel
2 agents on each of four aircraft 8 10 agents at the base of operations 10 4
agents to set up WTC demolition explosives 4 2 agents as flight crew on
substitute or escort aircraft 6 4 agents as technicians to install RC
controls (also to act as remote pilots) 8 36
This number is certainly an underestimate, but easily mustered by any large
intelligence organization. Under the Operation Pearl scenario, the most
likely perpetrator would be Mossad, Israel's spy agency. An arm's-length
relationship with the Bush administration, with neocon elements acting as
go-betweens, would enable Rumsfeld, Bush and other members of the US
administration to disclaim any "specific" knowledge of a forthcoming attack.
(See Ostrovsky and Hoy, 1990.)
© 2003 A. K. Dewdney
This article was originally published on Professor Dewdney's Physics911.org
website at http//www.physics911.org/911/index.php/docs/2. On 2003-09-08
Physics911.org went down (for reasons unknown) but was back on line on
2003-09-10.
This article (with some links to pages on Physics911.org changed to local
links) was published on Serendipity on 2003-09-09.
Top of page The World Trade Center Demolition and the So-Called War on
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