Smoking Gun Proves “Arab Hijacker” Calls
From United Airlines Flight 93 Were Faked
Cleveland Center Air Traffic Control Tape, 11 September 2001
Translation & Analysis by Joe Vialls, 17-19 September 2002
Though this discontinuous pre-edited tape from AirDisaster.com
cannot be verified as genuine, there is a high probability the
audible segments which remain probably are. So far as I am
aware, AirDisaster.com has never in the past advertised material it
knows or even suspects is false.
Readers are cautioned to be critical of the edited content however, especially when listening to the audio tape itself, which is linked at the bottom of this web page. Though the Cleveland controller appears to infer that two distorted radio calls about a “bomb” originate from United Flight 93, this is not actually the case. By repeatedly calling Flight 93, the controller is actually trying to determine whether or not the calls originated from that aircraft. More importantly perhaps, as you will read further down this page, the Cleveland Center tape proves unequivocally that the “Arab Hijacker with Bomb” calls were complete fakes.
At the start of the tape a young American voice, which appears to be Flight 93’s co-pilot, confirms check-in at the aircraft’s intended cruising altitude of Flight Level 350 [35,000 feet] , and then looks for conflicting air traffic as instructed by Cleveland Center. But after these two brief exchanges with Cleveland there are no further proven transmissions from United Flight 93 at all. Nor are there any proper RDF [radio-direction-finding] logs available to prove the point of origin of the wholly independent “bomb” claims, which could easily have been transmitted from another unidentified aircraft, or from the ground.
Paradoxically, if we allow that the initial two calls from United Flight 93 regarding cruising altitude and conflicting traffic are genuine, then there is a very strong case for claiming the later calls about a "bomb” did NOT originate from the same aircraft. The quality of the first transmission is Signal strength 5, Readability 5, (5/5) while the quality of the later “bomb” transmissions is at best 5/1.
It is ridiculous to claim that transmission quality would [or could] drop suddenly from 5/5 to 5/1 because a mythical “hijacker” was “excited”. This crafted radio signal deterioration and loud carrier interference is far more likely to be the work of an unidentified “special effects” department, perhaps hell-bent on making listeners later believe that the suitably distorted “guttural” voice belongs to an “Arab hijacker” trying to steal an American airliner.
Such a claim is not far fetched, because other obvious examples of forward planning and “seeded” evidence can be found everywhere in this case. Most readers remember an anonymous person located two blocks away from the World Trade Center in New York, who allegedly found “Ringleader” Mohammed Atta’s [paper] passport and handed it to the FBI just a few hours after the strike on September 11th . Photographs of this authentic slightly-singed “miracle” passport were later published on the FBI web site.
New York Fire Department records show that not a single scrap of paper from American Flight 77 or United 175 survived the impacts on the twin towers, so in turn we know with 100% certainty that Atta’s passport was handed to the FBI as a deliberate ploy, perhaps by the same person who earlier murdered Mohammed Atta in order to obtain it. There are other examples including “Flight Manuals” in abandoned hire cars and so on, but we don’t need to go into that here.
As you read the tape transcript below, bear in mind that Cleveland Center and at least two of the aircraft named are monitoring more than one radio frequency. This is quite normal in aviation, but the staggering truth it reveals about Flight 93 on September 11, will be explained after you have read and digested the transcript itself.
Not 100% accurate, but as close as possible with tape distortion
United ninety-three check in when flight level three-five-zero – unintelligible
United 93: United ninety-three check in three-five-zero
Cleveland: United ninety-three, three-five-zero Roger. United ninety-three you have traffic to your one o’clock, twelve miles eastbound three-seven-zero
United 93 Negative contact, we’re looking United ninety-three
Cleveland: Somebody call Cleveland? [no noise on this Cleveland tape, must be a different frequency being monitored by Cleveland on another tape] United ninety-three verify three-five-zero, United ninety-three verify your flight level, er, three-five-zero. United ninety-three verify your flight level is three-five-zero. United ninety-three Cleveland, United ninety-three Cleveland. United ninety-three do you read Cleveland Center please?
United 797: United fifteen twenty-three, did you hear the company, er did you hear some other aircraft on a frequency a couple of minutes ago, screaming?
United 1523: Yes I did seven ninety-seven and, ah, we couldn’t tell what it was either.
United 797: OK
Cleveland: United ninety-three Cleveland, if you hear the center, ident [command for United 93 to send secondary radar transponder positive identification]
American 1060 American ten-sixty er, ditto also on the other transmission.
Cleveland: American ten-sixty you heard that also?
American 1060: We heard it twice.
Cleveland: Roger, we heard that also [no noise on Cleveland tape] thanks. We just wanted to confirm that wasn’t some interference.
Executive 956: Executive nine fifty-six
Cleveland: Executive nine fifty-six go
Executive 956: Just answering your call. We could year that, er, yelling too
Cleveland: OK thank you, we’re just trying to figure out what’s going on
Unknown: - unintelligible – this is captain please sit down, remain sitting, we have a bomb on board [Signal strength 5, Readability 1]
Cleveland: Uh, calling Cleveland Center you’re unreadable, say again slowly
Executive 956 -Unintelligible – sounded like he said he had a bomb on board
Cleveland: Uh, say again, you there United ninety-three?
Executive 956 - unintelligible - was reasonable, sounded like someone said they had a bomb on board
Cleveland: That’s what we thought, we just, er, we didn’t get it clear. United ninety-three calling. Executive nine fifty-six, aircraft – unintelligible - transmitting at twelve o’clock one-five miles. Turn left heading two-two-five I’ll get you away from him. OK he’s climbing so I want to keep everybody away from him.
Executive 956: OK I think we got him in sight.
Cleveland: Nineteen eighty-nine I have traffic for you in your eleven o’clock, fifteen miles southbound forty-one climbing, looks like he’s turning east wide at three-six-zero
Unknown: - unintelligible – This is the captain. We have a bomb on board, - unintelligible - I am going back to the airport, they have met our demands unintelligible -[Signal strength 5, Readability 1]
Cleveland: United ninety-three calling. United ninety-three understand you have a bomb on board, go ahead [Cleveland controller makes assumption that special effects “bomb” transmission is United Flight 93, but this is not confirmed]. Executive nine fifty-six did you understand that transmission?
Executive 956: Affirmative. He said there was a bomb on board
Cleveland: And that was all you got out of it also?
Executive 956: Affirmative
Cleveland: Ninety-three go ahead
Executive 956: Is that aircraft you’re talking about eastbound?
Cleveland: He’s just turned to the east of you, United ninety-three do you hear Cleveland Center? American ten-sixty and Executive nine fifty-six, we just lost the target on that aircraft
Executive 956: Executive nine fifty-six, we had a visual on it, just stand by
Cleveland: You have a visual on it now?
Executive 956: We did, but we lost it in the turn
Cleveland: You can make a turn back to two-twenty heading, let me know if you can see him
Executive 956: He’s still there. We’ve got him, from nine fifty-six
Cleveland: He’s still there, er, what, about twenty-five miles?
Executive 956: Affirmative from nine fifty-six
Cleveland: Vector nine fifty-six, turning one-eight-zero
Executive 956: Er, negative turning nine fifty-six, he appears to be heading right towards us
Cleveland: American ten-sixty do you see anybody north-west of you, can you see back that far there?
American 1060: We’re looking now, Sir
Cleveland: United ninety-three Cleveland do you still hear the Center. United ninety-three do you still hear Cleveland. United ninety-three, United niner-three do you hear Cleveland? United ninety-three, United ninety-three Cleveland. United ninety-three, United ninety-three do you hear Cleveland Center?
Cleveland (2): [Voice changes to female, apparently second Cleveland controller] Do you see any, ah, activity on your right side, smoke or anything like that?
American 1060: Negative. We’re searching [two second pause] Yeah, we do have a smoke puff now at about, er, oh probably two o’clock. There appears to be just a spire up like a puff of black smoke
|END OF TAPE|
Though some of the aircraft and the Cleveland controller could
apparently hear the ‘screams” mentioned in the earlier part of
the transcript, we could not. This is not necessarily sinister.
Controllers and aircrew commonly monitor and/or transmit on more
than one VHF (Very High Frequency) channel at the same time. The
simplest example of this is that regardless of which channel they
happen to be working, all controllers and most aircrew
simultaneously monitor [guard] the emergency frequency of 121.5
Megahertz, used by aircraft in dire emergency. In a sense then, by
constantly monitoring 121.5 on the special guard receiver, everyone
is watching everyone else’s back all of the time.
It can and frequently does get more complicated than this. Airliners carry a minimum of two VHF radios which can be used on different frequencies at the same time. For example, the co-pilot might be working Cleveland Center on VHF 1, while the captain simultaneously speaks to the airline company base station on VHF 2. In like manner, Centers like Cleveland use more than one frequency at a time for different purposes. All of this can be very confusing for readers with no radio telephony experience.
Cleveland Center and all other air traffic facilities have a legal duty to record all transmissions on tape, but clearly cannot use a single tape to record all frequencies simultaneously. If they did, the result would be garbled unintelligible rubbish. Instead, Cleveland Center runs a tape for each individual working frequency like the one transcribed above, runs a special tape for 121.5 emergency, then stores all of them separately in the archives for later reference if needed.
Because the Cleveland Controller and also pilots from different
airlines heard the screams that we did not, it is thus proved they
were transmitted by someone using the emergency frequency of 121.5
Megahertz, which was the only common frequency for all participants
that day. Cleveland Center could not be tuned to any airline company
frequency, the individual airliners could not be tuned in to each
other’s company frequencies, and the airliners could not be
working two different Cleveland channels at the same time. Under
these precise radio rules and conditions, the only possibility left
is the common guard frequency of 121.5 Megahertz, monitored by
everyone on the day but recorded on a different tape at
Though this is very obvious to us now, because we alone have the benefit of the single-channel working tape from Cleveland’s archives [but not the 121.5 emergency tape], it would certainly not have been obvious to Cleveland Center or the aircraft under its control that day. To all participants on September 11, without the benefit of this single-channel tape recorder isolation, the unidentified radio transmissions could have come from anywhere.
Forget mythical hijackers transmitting on this emergency frequency “by mistake” because it cannot happen. The “guard” receiver on an aircraft is simply a receiver that works in parallel with the receivers on all other frequencies, allowing crews to monitor [listen to] the emergency frequency at all times. You can listen to the guard receiver, but you cannot talk on it. If you have a real emergency and need to tell the world in a hurry, you must first dial up 121.5 Megahertz physically on one of the main VHF radios, and then transmit.
So whoever pulled this misleading scam was quite deliberately using two entirely different frequencies in sequence, one after the other. To start the ball rolling the perpetrators deliberately used the emergency channel because everyone within radio range would hear the “screams” on guard, regardless of whether they were transmitting or receiving on another working frequency at the same time. Remember that the “guard” receiver works in parallel at 110% volume, ensuring all aircrew and controllers hear emergency messages on 121.5 over [louder than] their other radio activities.
This was the “attention getter” for the scam, and it certainly worked. We know from the transcript that Cleveland Center heard the “screams”, as did United 797 and 1523, American 1060 and Executive 956. So let us look at this again. The Cleveland ground controller heard the “screams”, as did the crews of aircraft belonging to three different airlines, but there is no record of the screams on the Cleveland Center tape of the working channel that we are now listening to. Case proved.
Then it was time for phase two, i.e. leaving guttural and thus menacing “bomb” messages on the Cleveland working channel tape, which the perpetrators knew would eventually be examined by NTSB and FAA investigators. The trick here is to notice their exact timing. “Panicky Hijackers” have no regard at all for correct radio telephony procedures because they don't know what they are, so any genuine uncoordinated "panicky" transmissions would have certainly overlapped other aircraft communications on this busy channel, resulting in severely distorted and partly unreadable threats.
The unknown perpetrators of this covert operation were not stupid, and knew that for the faked threats to be “correctly” interpreted by the authorities later, they would have to be transmitted precisely in between other aircraft working the Cleveland channel. Notice on the tape itself, that each of the two “we have a bomb on board” messages is very carefully inserted BETWEEN transmissions from Cleveland Center and the other aircraft. There is not the slightest trace of overlap. Though a “panicky hijacker” might accidentally manage this once with a long garbled transmission, the odds of him doing it twice in a row in a ten-minute period are more than ten million-to-one against.
To date, the American Government and media have peddled so many outright lies about 9/11, it is difficult knowing what to suggest where this new entirely scientific evidence is concerned. After all, who would listen? Idiot George will go on aimlessly mumbling “We’re gonna bring ‘em to justice”, and Tricky Dickey will continue asking his real bosses in Tel Aviv for new orders. I suppose it might be a good idea to bring this matter to the attention of the Defence Chiefs at the Pentagon, but I personally haven’t got the time.
Note: I have managed to locate full details for all flights mentioned in the transcript with the exception of Executive 956. If anyone out there has access to the flight plan filed for Executive Flight 956 on 11 September 2001, will you please email a copy to email@example.com Thanks.
here to listen to Cleveland Center Air Traffic Audio Tape
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