Betreff: [reality101] Fwd: Fw: Is This How They Pulled Off 911?
Von: Nilbux
Datum: Thu, 9 Sep 2004 14:59:42 EDT


In a message dated 9/8/2004 11:00:28 PM US Mountain Standard Time, ccw writes:

CCW On-Target!

911 Researchers:
 
I was reviewing some 'old' 911 e-mail and ran across this earlier posting by Professor A. K. Dewdney... thought you might find some of it to be useful, as he covers quite a bit of ground. I found his review particularly well thought out in view of the known evidence. I've taken liberty to use red and blue fonts with underlining to zero in on some of the more important points made. I'm also sending copy to Michael Ruppert that he might find it useful too, since he has clearly identified Richard Cheney as the main perpetrator in the 911 murders, with both the means to marshal working assets to accomplish this strategic hit, as well as a clear motive, as described in his speech at the Commonwealth Club in San Francisco on August 31, 2004: Click here to read the text of Mike's speech.
 
John R. Prukop
CCW COALITION       



----- Original Message ----- Sent: Sunday, October 19, 2003 6:21 PM
Subject: Is This How They Pulled Off 911?



Operation Pearl
by Professor A. K. Dewdney
August 2003 akd@uwo.ca

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 shortly after the pilots are ordered to land at a designated airport with a military presence.
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.
Back at the airport the (innocent) passengers from three of the Boeings are transferred to the fourth (UA 93).
This plane takes off, flies toward Washington, 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.









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OPERATION PEARL by Prof. A.K. Dewdney

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Pearls of Wisdom


"We can have a democratic society or we can have the concentration of great wealth in the hands of the few. We cannot have both."
— Louis Brandeis, Supreme Court Justice, 1916-1939








Documents

General hypotheses about September 11th 2001
Browse in : All >Topics >Overall Scenarios for 9-11


Operation Pearl
(10408 Reads)


by Professor A.K. Dewdney  - August 2003 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 - see below)

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 slave 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 8:16 am 420 km 32 + 5 min. 8:53 am
UA175 8:42 am 200 km 15 + 5 min. 9:02 am
UA93 8:42 am 260 km 20 + 5 min. 9:07 am
AA77 8:46 am 240 km 18 + 5 min. 9:09 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 10:06 am, it had to leave Harrisburg no later than 9:45 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 757 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 8:37 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 8:40 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." (See Note