DID ISRAEL Electronically Hijack the 9/11 PLANES?

QRS-11 gyrochip

Between 2000 and 2003, Boeing exported commercial jets with a QRS-11 gyrochip in the instrument flight boxes, even though the chip was classified by the State Department as an export-restricted defense item because it can be used to stabilize and steer guided missile

Are Boeing fitting their aircraft with illegal devices that could enable terrorists to remotely hijack airliners and crash them into high profile targets? In light of what happened on 9/11, Boeing's blanket denial that this practice has taken place is both highly suspicious and a threat to national security . . .

According to the Seattle Times, "The QRS-11 chip, made by a unit of BEI Technologies in Concord, Calif., is just over 1-½ inches in diameter and weighs about 2 ounces. It sells for between $1,000 and $2,000. Described as "a gyro on a chip," it is used to help control the flight of missiles and aircraft." . . .

Recent newspaper reports discussing these devices and the policy to have them in all airliners within three years assure us that they would prevent another 9/11 style outrage - but because anysuch system is vulnerable to hacking allied with the fact that pilots have no way of overriding the autopilot, not even with secure access codes, this only increases the chances of another 9/11 style attack.

A comprehensive investigation on behalf of those who have the authority and resources to perform it needs to be mandated immediately into whether devices that completely remove control of a plane from the pilot and that have illegally been installed in many existing aircraft are a fundamental danger to national security.

NORAD, Masters Of Remote Control
Since 1959, NORAD personnel have been installing remote control units in a variety of aircraft and remotely controlling those aircraft in sophisticated aeronautical maneuvers, including combat practice. See "Thwarting skyjackings from the ground," written by Alan Staats for Facsnet, and posted on October 2, 2001. (Facsnet is an education service provided for its reporters by Associated Press.)

www.facsnet.org...
or
www.Public-Action.com...
(Look at paragraph entitled "History on remote control.")

"Controlling the aircraft from the ground is nothing new. The military has been flying obsolete high performance fighter aircraft as target drones since the 1950s. In fact, NORAD (the North American Air Defense Command) had at its disposal a number of U.S. Air Force General Dynamics F-106 Delta Dart fighter aircraft configured to be remotely flown into combat as early as 1959 under the auspices of a program known as SAGE. These aircraft could be started, taxied, taken off, flown into combat, fight, and return to a landing entirely by remote control, with the only human intervention needed being to fuel and re-arm them."

Re-read that final sentence in the above quote:

"These [NORAD] aircraft could be started, taxied, taken off, flown into combat, fight, and return to a landing entirely by remote control … "

Given over 40 years of institutional experience, flying remotely controlled "suicide" jets into the World Trade Center towers would have been a piece of cake for NORAD. This information puts NORAD's failure to protect our skies on September 11, 2001 in a new light.

Boeing last week received a US patent for a system that, once activated, removes all control from pilots to automatically return a commercial airliner to a predetermined landing location.
The “uninterruptible” autopilot would be activated – either by pilots, by onboard sensors, or even remotely via radio or satellite links by government agencies like the Central Intelligence Agency, if terrorists attempt to gain control of a flight deck.

Boeing says: "We are constantly studying ways we can enhance the safety, security and effiecency of the world's airline fleet."

“There is a need in the industry for a technique that conclusively prevents unauthorised persons for gaining access to the controls of the vehicle and therefore threatening the safety of the passengers onboard the vehicle, and/or other people in the path of travel of the vehicle, thereby decreasing the amount of destruction individuals onboard the vehicle would be capable of causing,” the patent authors write. “In particular, there is a need for a technique that ensures the continuation of the desired path of travel of a vehicle by removing any type of human decision process that may be influenced by the circumstances of the situation, including threats or further violence onboard the vehicle.”

According to the patent, existing preventative measures are less than fullproof – pilots can decide to open the lockable, bullet-proof cockpit doors and federal air marshals can be overpowered and de-armed. Boeing’s alternative has an onboard processor that once activated, disallows pilot inputs and prevents anyone on board from interrupting an emergency landing plan that can be predefined or radioed to the aircraft by airline or government controllers and carried out by the aircraft’s guidance and control system. To make it fully independent, the system has its own power supply, independent of the aircraft’s circuit breakers. The aircraft remains in automatic mode until after landing, when mechanics or government security operatives are called in to disengage the system.

Boeing envisions several methods of activating the system. Options include manual switches for pilots to hit, or possibly force sensors on the cockpit door that would trip the anti-terror mode if a minimum force threshold were crossed, for instance if someone were trying to break down the door. Another option is a remote link whereby airline or government workers in ground facilities would monitor and aircraft and command the automatic control mode “once it is determined that the security of the air vehicle is in jeopardy.” Radio links could also be used to inform ground facilities and nearby aircraft that an aircraft has been placed in the automatic flight mode.

It’s unclear if the Boeing work is related to last week’s issuance of a $1.9 million US Federal Aviation Administration contract to Raytheon for an Advanced Route Evaluation System (ARES). According to Raytheon, ARES will perform risk analysis on aviation routes to help planners determine the best routes for aircraft to use during emergencies.”

Aside from the safety and security aspects of having such a system, Boeing sees it as a preventative measure: “Once the automatic control system provided by the present invention is initiated, no one on board the air vehicle is capable controlling the flight to the air vehicle, such that it would be useless for anyone to threaten violence in order to gain control the air vehicle.”

Negative terrorism hype aside, flying is still a very safe mode of transport. The only real danger is being beaten to dearth by a group of radical environmentalists for polluting the atmosphere.

Boeing, though, is taking no chances and thinks its latest autopilot is the perfect answer to anti-terrorism. Classed as a 9/11-proof system, it will stop terrorists from flying the plane into land or sea targets and can be remotely landed by ground-staff. Once activated, it cannot be deactivated.

The captain can activate the system manually or - and this is the bit I have some concern with - it can activate itself when sensors fitted to the cockpit door record excessive force – like terrorists trying to break in.

Hmm, what happens if turbulence causes someone to fall against the door, a drunk passenger needs to tell the captain something really, really important, or a rogue drinks trolley hits it? Boeing could have these in all planes with three years, according to insiders.-Martin Lynch