Airgames 911 - maps ATC radar and Wargames

What was going on Sept 11th? We were shown some maps, but what do we really know about these maps? Several maps came out, some different than others. Most were from a company called

Flight Explorer This is a company that tracks aircraft. From what this readed has found, they recieved their infomation from the FAA.

How does the FAA record this data? From what I have found, it is done mainly from the transpoder codes from the flights. The problem being , is that all of the flights were reported to have had their TXcodes turned off. So then how did we get reliable maps?

We didn't. It appears that the rest of the data was "filled in" as best possible.

Add this to the fact that flight 93 changed its transponder code, and so did flight 175. It appears that 175 changed its code TWICE.

At the same time, this happens....

I have to ask why a hijacker would change the transpoder code?

We were told that the tranponders were turned OFF so that the military could not track the plane. Turning them back ON would only alert the controllers to where they were.

Atta's Portland flight did not exist; various flights of the official flights or the tail numbers of their precursors existed twice; new, recently unknown terror drills show, that the scenario of 9/11 was well known;
the new "flight plans" and meeting points of the alleged hijacked flights included too many coincidences; the planners of the "hijack" must have had inside knowledge about other flights and their cancellations as well.
On Sept 10th 2001 a plane with the tail# N591UA was reported in 2 different places at the same time accoring to a Government database at www.bts.gov More here

Many 9/11 researchers pray it all over again: "There were lots of warnings." It was more than this. The United States lied to us. During 2001, especially in the summer, they mentally prepared, drilled, trained and brainwashed local U.S. communities about a pending (bio-)terror attack, including in the areas of Westmore County/Johnstown/Shanksville, Florida, DC and New York. In these 2 parts we will once again focus on the Johnstown Area, which was 30 miles away from the official crash of "flight93".On September 10th, 2001, the day before 9/11, the Cambria County Local Emergency Planning Committee, had their final "terror meeting" of many, which took place in the area around Shanksville....

US Airways Flight 1237 from Rochester was circling over Westchester County "An American Airlines 767 out of Boston that just flew over us, I regret to inform you, has just crashed into the World Trade Center. You can look out the right side of the plane and see the smoke."

Notice the precision timing involved. We frequently see two or more
events happening at the same time, like a magician distracting the
audience.

* *8:14* Flight 11 is hijacked; Flight 175 takes off. * *8:39* Flight 11 and Flight 175 nearly meet; Flight 77 deviates from its path. * *8:46/47* Flight 11 crashes; Flights 175 and 93 meet each other * *8:51 *Flight 77 makes last radio contact; Flight 175 deviates from its assigned altitude

* *Within the area that the hijackings took place, there are two areas with no primary radar coverage that stretch up towards Canada.* * *Flight 11 switched off its transponder right next to an area with no primary radar coverage.* * *Flight 77 switched off its transponder right next to an area with no primary radar coverage.* * *Flight 93 switched off its transponder right next to an area with no primary radar coverage.* * *United Flight 175 switched off its transponder next to United Flight 93.* * *We have two incidences where a hijacked plane came very close to a non-hijacked plane. (What are the odds?)*

*Question 1: How did the "hijackers" know exactly where these huge reaches in air defence were located?*

*Question 2: Why go to all that trouble when you can take off from Dulles/Newark, hijack the plane and crash it straight away?*

Take these facts and construct your own alternative scenario, because you can be sure that the "official" scenario is a load of ..... (fill in the missing word).

My story of Flight 93 aka N591UA starts already on June 12, 2001. On this weekend the Pittsburgh-area emergency personnel of Westmoreland County, the area around Shanksville, had already participated in full-scale mock-disaster drills. Once again, these drills had nothing to do with "wargames", but clearly have to be defined and distinguished as anti-terror drills:

Tribune-Review reported on the weekend of June 19th, 2001, that the U.S. Department of Defense spent nearly $23,000 to stage a 3-hour event which was called "Exercise Mall Strike 2001": "...Participants in the anti-terrorist drill responded to a fictitious report of an explosion at the Greengate Mall. Mock victims at the scene were treated for exposure to chemical or biological contaminations...".
Possibly, either connected with the mall drill in the same time period or, as reported by Pittsburgh Tribune, a few weeks later, Westmoreland County held another training drill simulating a terrorist attack. One of the responsible participants: Daniel Stevens, public information officer for Westmoreland County's Department of Public Safety . The very same Daniel Stevens also confirmed on the morning of September 11 that the county's 911 call center received a call from a man aboard United Flight 93 over Pittsburgh at 9:58 a.m., who claimed he was locked in a bathroom

26. Flight Explorer is a Virginia based company that sells FAA radar data to the airlines. It tracked 3 of the flights on 9/11 (from what we understand, they didn't track flight 93). ( LATimes 9/17/2001) Walter Kross is the technical specialist at this Company. We have been told over and over that no one knew where the planes were. If Flight Explorer has the data, which according to this article includes the plane's speed, altitude and precise direction, why did they not know where the planes were? Walter Kross and his company's records should be brought in for questioning.They say they did NOT track flight 93, so where did the data for the maps come from ?You will notice on all of these maps, that the final "blip" is NEVER at a low altitude. It is as if the plane never decends. Whatever the maps were tracking, it doesnt look like they were the 911 planes.The final blip for flight 93 is at 35,000ft.

Quote:
PTECH, founded by a Saudi financier placed on America's Terrorist Watch List in October 2001, had access to the FAA's entire computer system for two years before the 9/11 attack, (some say that PTECH is a CIA front)
globalsecurity.org/org/news/2002/021208-secure01.htm

Quote:
The Nimda worm has affected companies and organizations throughout the country, as you have probably heard or read in the news. The FAA's internal network is also affected. Until the worm is eradicated, internal FAA users will be unable to view external web pages directly
archives.californiaaviation.org/airport/msg17108.html

So the FAA had problems loging into the system on 911,AND there was a CIA-linked suadi terror group that had access to FAA data AND the maps we were given for the flights on 911 are in dispute.

Early morning on the 11th, flights came in, but there was no data on the tail# or arrival times. This is BEFORE the 911 events . No reason for that. Several "false" reports of a 767 hijacked out of Pitt and a plane crashing at Camp David.* GPS testing on Sept 6th Flights are recorded by the airplorts when coming in, usually by ACARS next-link . Its possible to "fudge" the BTS data manually, but not easily with ACARS. * ARINC and the DOD have close ties. * ARINC handles all ACARS data, it can easily hack into whichever plane is hooked up to.

ARINC could have changed any damn thing it wanted too, starting with 1-2 of them on the 10th. took control of the whole thing on the 11th, that would explain the transponders popping on /off/on again on flight 175 and 93 it would make a plane swap a whole lot easier, they could just enter whatever the heck they wanted to. if a war plane was flying near a 911 plane, ARINC could have swapped them.* Raytheon and the U.S. Air Force demonstrate new technology aircraft precision approach and landing system MARLBORO, Mass., (Sept. 6, 2001) Raytheon Company successfully completed the first in a series of autoland flight tests using its Local Area Augmentation System (LAAS) on January 17, 2002 at the Salt Lake City International Airport. * The DOD (Rumsfeld) admitted that they had TRILLIONS unaccounted for.* The area of the Pentagon that was hit was mainly budgetary offices.>* There was a big divide between top military brass and the DOD before Sept 11th.* There were several war games happening ON Sept 11th.

So what happened ?There was a war game that got out of control. It was hiacked by a few "insiders, either in the airlines, FAA, NORAD, DOD-ARINC, or a combination. the controllers were fooled.

A Virginia company tracks terror flights September 11, 2001
15:26 EDT Tuesday Taylor Lincoln
Potomac Tech Journal

The recording by Flight Explorer, a Fairfax-based subsidiary of Alexandria, Va.-based Flight Dimensions International Inc., shows the path of American Airlines Flight 11 heading west from Boston, then making an abrupt left turn in the vicinity of Albany, N.Y., and heading due south to New York City.
The illustrations were depicted through a series of digital radar images that play back in a computer browser. Flight Explorer planned later Tuesday to distribute animated illustrations of the three other commercial flights that crashed Tuesday morning, said Jeff Krawczyk, chief operating officer of Flight Explorer.
Flight Explorer, which received requests for the illustrations from about 12 news agencies including all the major networks, also has learned that a United Airlines plane bound from Newark to San Francisco that crashed near Pittsburgh, Pa., at 10:10 a.m. had its flight path diverted. The flight was changed to arrive at Reagan National Airport, in Northern Virginia, Krawczyk said. "When it got outside of Pittsburgh, it actually had a flight plan change to DCA," Krawczyk said. "We hardly ever get a flight plan change. Very unusual."

According to the info on the animated flight explorer gif - the transponder went off early but all that you can see is that the altitude information stays the same all the way to NYCAlso, notice it appears to file a new flight plan just at the top of the radar screen pointing towards somewhere either at the north of Y state or in Canadaas you can see here flight 11 and 77 cross paths... sharinghislove.net/WTC/flightpaths_graphic.gif

as a matter of fact, the last blip seems to show flight 175 never getting to NY?

Flight 175
Switched off its transponder for 30 seconds at the point when it met Flight 93. t then changes its code to some unknown code. At this stage - ATC controllers are assuming that this is the same plane... The first 3 blips are odd, first blip is at 3,500ft, the second blip is at 35,000 ft. Third blip is at 12,400ft. Speed only increaes from 210 to 295 from blip 2 to 3.ATC tracking became confused about which radar blip was Flight 175.
Whatever crashed into the WTC had its transponder on all the way (on whatever code) allowing ATC to view its rapidly descending altitude.Flight 93 was very close to Flight 175 when its transponder went off and the hijack apparently started. The two flights would have followed the same flight path, so if flight 175 switched off its transponder and flew on with Flight 93 they would have appeared as one spot on the radar.

Flight 93

There was a report about flight 93 filing a NEW flight plan. That is already nown, what i found was that the estimated time of arrival changes, radically, twice.
(once is understandable, beacause it filed a new flight plan)That is not the only oddity. I found that the maps do not update the ETA and destination airport until the plane was well south of Pittsburg !The estimated arrival times starting at 2:15pm then it changes SOUTH of Pitt, well after it was hijacked and a new flight plan was filed to 10:28. (according to the maps)It stays around that time, until the last blip which indicates 9:34 as the ETA, BUT, it crashed much later than that. How could the ETA show 9:34 when it was well after that at the time of the crash?

Note that the altitudes of Flight 175 and Flight 93 are different at the point they eet. One question here is flight 93 that filed a new flight plan. The ETA does NOT show up on flight explorer until it is well south east of Pitt.Flight 93 hit 40,000ft at one point, around the time some of the official phone calls were being made

Flight 77
Changes in altitude jumping wildly, as well as Estimated Time of Arival.If you ook at the Flight Explorer maps, flight 77 turns over Cleveland, the problem here is that if you look at the transcrips for flight 77, it is Indy radar that is looking for him. The transcrips show that 77 was LOST to radar for several mins. they had even thought it crashed. In official reports that it disappeared from the radar from 8:56 to 9:05 and then reappeared heading East.Now, this map below is from a different company called Flytecomm. This data shows flight 77 turning around in Indy?
Flytecomm Flight 77 NY times

At least one flight track diagram on the web puts Flight 77s flight athsomewhere similar to this one (although it never would have made it back to the pentagon) detnews.com/2001/nation/0109/16/a10-295372.htm

With the Transponder off, airplanes can ´disappear´ from ATC radar below a certain altitude (perhaps 2000 feet AGL) depending on how far they are from the ATC radar The transponder enhances the radar signal and sends the encoded altitude (mode C). With no mode C to tell ATC what its altitude is, the plane could lose altitude with out ATC being aware of it.
It would be easy to ´swap planes in this way: Plane ´A´ drops altitude as plane ´B´ climbs out near by: viola Plane ´B´ becomes Planer ´A´ on the radar and in the minds of ATC

This would also account for the cell phone call being REAL. The call were made from a plane under 2000ft, where they DO work.

The more I read on this the more I am convinced it was a testing peration for the remote control system. A plane with 33 Egyptian military personnel crashes in the sea - its pretty obvious that it was in omeone's interests to take this plane out. Who did it, and why? www.the-movement.com

One air traffic controller - with the help of an assistant - onitored the flight patterns of the two jets that toppled the World Trade Center, the employee said. He directed American Airlines Flight 11 and United Airlines Flight 175 - both Boeing 767 jets that had Boston to Los Angeles routes, the employee said.

The same controller handled Egypt Air Flight 990 when it crashed off the coast of Massachusetts in 1999, the employee said. Hijackers gained control of American Airlines Flight 11 around Gardner, Mass., the employee said. "American was just flying around, doing what it wanted," the employee said of the jet's approach to New York.