Post by cassandra on Mar 23, 2005 21:24:36 GMT -5
This is the best evidence I've seen so far people, and I'm d**n proud to have come up with it all by myself. Many have rumored about the flashes seen in the videos mere feet before each WTC plane impacted the towers. Some say missiles, some say bombs, uranium penetrators... I say bullnuts! It was there all along, the RADAR!!!!! Ever put a piece of metal in a microwave? Sparks right? Now imagine a microwave the size of a big screen TV focusing all it's power in one direction. That's weather radar, it operates withe the exact same millimeter waves as that handy device most 9/11 researchers use to heat up burritos during late night research when they should really be sleeping (I'm not alone, right?) And a friend of mine in the airforce once said standing in front of military aircraft radar even for a few seconds can kill you, at 30-40 meters you'll get first degree burns and nausea. Weather radar in passenger jets is less powerfull, but will definitely do a number on a metal object and can cause fuel to ignite at close ranges. So here's where it gets JUICY!!!!! I happened upon an article that says the transponder is linked to the radar and if one is on, so is the other. So if the flashes are from radar, that means the transponders were on. BIG HOLE IN OFFICIAL STORY!!!! It gets better. I know a lot of people think that Viallis is some kind of dis-info operative, though no one gives a reason (ok well he does seem way to obsessed with micro-nukes and some other weird nuts) but his theory of the remote control of the planes uses the transponder as the link from the plane to the controller on the ground. Viallis may be suspect, but he does seem to know an awful lot about aircraft and this does make sense. I have better sources (original PDF files) that back up everything I've claimed, but no web space set up to post. I'm working on it, will repost when online.
After pushback and engine start, we noticed that our
primary flight displays indicated ‘Wx On,’ and the
radar display indicated ‘Predictive Windshear On.’<br>This indicated that the predicted windshear system was
active and the weather radar was on, looking for
windshear and irradiating the pushback crew. I pulled
the weather radar circuit breaker and investigated. Our
pilot’s reference manual says the predictive windshear
system is on when both engines are running and the
transponder is on. In this case the transponder was set
to ‘Alt Off.’ This switch position is one click from
‘Standby,’ which is where the switch should have been.
The inbound crew must have left it in ‘Alt Off’ and we
did not notice, despite a thorough preflight check. The
switch is small and has 6 positions, making it easy to
mis-set…<br>There needs to be a warning in our normal procedures
that says, “Warning, if the transponder is on and both
engines are running, the weather radar is on.” There
needs to be a bulletin issued to insure that every crew
member understands that the transponder switch is
very important and if left in the wrong position, can
hurt people…<br>Prolonged exposure to weather radar radiation may
cause injury to ground personnel and damage to ground
equipment in close proximity. An aircraft’s radar
receiver may also be damaged as the result of strong
returns from nearby metallic objects such as other
airplanes. The design of the transponder switch and
the crew’s faulty performance of the checklist were also
factors in this incident.
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.
After pushback and engine start, we noticed that our
primary flight displays indicated ‘Wx On,’ and the
radar display indicated ‘Predictive Windshear On.’<br>This indicated that the predicted windshear system was
active and the weather radar was on, looking for
windshear and irradiating the pushback crew. I pulled
the weather radar circuit breaker and investigated. Our
pilot’s reference manual says the predictive windshear
system is on when both engines are running and the
transponder is on. In this case the transponder was set
to ‘Alt Off.’ This switch position is one click from
‘Standby,’ which is where the switch should have been.
The inbound crew must have left it in ‘Alt Off’ and we
did not notice, despite a thorough preflight check. The
switch is small and has 6 positions, making it easy to
mis-set…<br>There needs to be a warning in our normal procedures
that says, “Warning, if the transponder is on and both
engines are running, the weather radar is on.” There
needs to be a bulletin issued to insure that every crew
member understands that the transponder switch is
very important and if left in the wrong position, can
hurt people…<br>Prolonged exposure to weather radar radiation may
cause injury to ground personnel and damage to ground
equipment in close proximity. An aircraft’s radar
receiver may also be damaged as the result of strong
returns from nearby metallic objects such as other
airplanes. The design of the transponder switch and
the crew’s faulty performance of the checklist were also
factors in this incident.
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.