In article 
<461e003f-afdc-414a-8d72-b9ac3c8ab303@s16g2000prf.googlegroups.com>,
 "Sir Arthur C.B.E. Wholeflaffers A.S.A." <science@zzz.com> wrote:

On May 12, 2:59�pm, Sir Gilligan Horry <G...@ga7rm5er.com> wrote:

On Thu, 12 May 2011 00:12:56 -0700 (PDT), "Sir Arthur C.B.E.

Wholeflaffers A.S.A." <scie...@zzz.com> wrote:

On Apr 11, 5:46�am, "Sir Arthur C.B.E. Wholeflaffers A.S.A."
<scie...@zzz.com> wrote:

How much longer must our planet EARTH live under the THREAT of truth-
terrorists A.K.A. Debunkers? �The short answer is NO LONGER. �I have
asked the Octagon� once again to declare an all-out war against every
single debunker on THIS ISLAND EARTH. �Also friends of debunkers as
well as debunker sympathizers, supporters, enablers, devotees and
debunker enthusiasts will also have to be detained. �We will never be
truly free as long as debunkers can interfere with "our" way of live.
DOWN WITH DEBUNKERS!!!! � : - ()

I second that emotion and I second that emoticon!

Thanks, please put in a good word for me with Robbie Williams.

___________________________

___

___

Alt Alien Research Intelligence Agency Official Admiral Wizzard.

http://i156.photobucket.com/albums/t2/SirGilliganHorry/Alien_UFO_Rese...

Documentary "WATER" ... by Saida Medvedeva.
Beautiful Documentary ...http://www.youtube.com/watch?v=LLB--i5YAqY

I am Video Blogging Now Becoming The Wealthiest World Famous YouTube Video 
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___

Your kind are no longer welcome here with civilized decent folks.
You appear to be a debunker sympathizer, and WE THE PEOPLE can no
longer accept that kind of behavior.  You are on the list.

 How much longer must our planet EARTH live under the THREAT of truth-
terrorists A.K.A. Debunkers?  The short answer is NO LONGER.  I have
asked the Octagon� once again to declare an all-out war against every
single debunker on THIS ISLAND EARTH.  Also friends of debunkers as
well as debunker sympathizers, supporters, enablers, devotees and
debunker enthusiasts will also have to be detained.  We will never be
truly free as long as debunkers can interfere with "our" way of live.
DOWN WITH DEBUNKERS!!!!   : - ()

and these Truths just in;

In article <EHSP9SXB40678.4433680556@reece.net.au>,
 Kulin Remailer <remailer@reece.net.au> wrote:

http://www.wariscrime.com/2008/10/05/articles/911-attacks-generated-by-gps-gui
ded-autopilot-systems/

Because information collected after the terrorist attacks of September 11, 
2001 has raised questions about the alleged ability and motivation of the 
people accused of piloting four Boeing 757 and 767 planes into the World 
Trade Center, the Pentagon building and a field in Shanksville, Pennsylvania, 
speculation has since lingered regarding the covert use of technology to 
precisely navigate the four airliners that day without onboard pilot control.

U.S. federal government and civil aviation industry publications describe the 
development and implementation pre-September 11, 2001, of state-of-the-art 
systems capable of facilitating precise automated navigation of the Boeing 
757 and 767 aircraft used that day to a given destination. The Global 
Positioning System (GPS) is a space-based radio-navigation system that 
generates accurate positioning, navigation and timing information for civil 
use at no cost. The information signal can be obtained through the use of GPS 
signal receiving equipment.

Augmented GPS signal service intended to replace dated and expensive 
ground-based aviation navigation signals, was developed during the mid-tolate 
1990s by the Federal Aviation Administration (FAA) and Raytheon. Serving on 
Raytheon�s Special Advisory Board was �Project for the New American Century� 
signatory Richard Armitage, although it is unknown precisely when he served 
in this capacity. Known as the Wide Area Augmentation System (WAAS), 
precisely surveyed ground-based Wide-area Reference Stations monitor and 
collect GPS satellite signal errors. Groundbased Wide-area Master Stations 
then transmit corrected GPS signal information to ground-based Ground Uplink 
Stations, that then transmit the corrected GPS signal information to 
Geostationary Satellites. These satellites then broadcast the corrected 
positional information back to Earth for use within a GPS-like signal. The 
FAA announced on August 24, 2000 - just 13 months prior to the September 11, 
2001 attacks - that the WAA
 S signal was available pending final approval by the FAA. Horizontal and 
 vertical positional data accurate to between one to three meters, was now 
 available throughout the contiguous United States. The WAAS signal provides 
 positional accuracy sufficient for Category I precision aircraft runway 
 approaches. Conventional aviation navigation beacon signals were only able 
 to provide placement information accurate to within one mile. Raytheon�s 
 director of satellite navigation systems even reported that rescue personnel 
 utilized the newly activated WAAS signal, in order to precisely survey the 
 Ground Zero site following the September 11, 2001 terrorist attacks.

For U.S. aviation purposes utilizing GPS navigation, a waypoint is a three 
dimensional location within the National Air Space, comprised of longitude, 
latitude and altitude coordinates. An aircraft flight path can be comprised 
of a series of waypoints. The World Trade Center towers themselves occupied 
waypoint coordinates. Other noteworthy U.S. structures occupying domestic 
waypoint coordinates are the Washington Monument in Washington, DC and the 
Space Needle in Seattle, Washington.

During numerous FAA and National Aeronautics and Space Administration (NASA) 
sponsored runway approach and touchdown test flights during the mid-to-late 
1990s involving augmented GPS positional signals and the autoland systems of 
Boeing 757, 767 and other Boeing 700 series aircraft, horizontal and vertical 
positional accuracies of just several meters or less were routinely achieved. 
The four aircraft used to carry out the September 11, 2001 terrorist attacks 
were also Boeing 757-200 and 767-200 model aircraft. Runways of major U.S. 
airports like JFK International, Chicago-O�Hare International and Los Angeles 
International are between 150 and 200 feet wide. The World Trade Center 
towers were each 208 feet
wide.

    During October of 1994 at NASA�s Crows Landing Flight Facility in 
    California, 110 autopilot approaches and touchdowns of a United Airlines 
    Boeing 737 facilitated by augmented GPS positional signals, were 
    successfully conducted.
    During July and August of 1995, Honeywell, Boeing and NASA sponsored 
    tests using NASA�s Boeing 757-200 test aircraft and performed 75 
    autopilot approaches and touchdowns. The predicted augmented GPS system 
    accuracy of 1-2 meters was successfully achieved.
    During December, 1998, augmented GPS signal flight tests sponsored by the 
    FAA in cooperation with Ohio University were conducted. 50 autopilot 
    approaches and touchdowns were successfully performed by a donated United 
    Parcel Service Boeing 757-200 series aircraft. The augmented GPS 
    positional signal was integrated into the aircraft Flight Management 
    System (FMS).
    During August of 1999, multiple augmented GPS signal autopilot approach 
    and touchdown tests were performed using a donated United Parcel Service 
    767 aircraft. These tests were sponsored by the FAA and were centered on 
    the prototype GPS-based Local Area Augmentation System (LAAS), which is 
    intended to compliment the FAA�s WAAS signal. The LAAS signal can provide 
    positional accuracy of less than one meter vertically and laterally.


The installation of GPS signal utilizing avionics systems for use in the 
Boeing 757 and 767 model aircraft like those involved in the September 11, 
2001 terrorist attacks was planned several years prior.

On September 6, 1996 Rockwell-Collins Commercial Avionics announced plans by 
Boeing and major commercial airlines, to install Rockwell-Collins Multi-Mode 
Receiver (MMR) landing systems within their Boeing 757 and 767 aircraft. The 
MMR system can utilize the WAAS signal as well as the basic GPS signal, the 
VHF, UHF, VOR navigation signals and eventually the LAAS navigation signal.

On September 7, 1998 Honeywell International announced plans by American 
Airlines and United Airlines, to install the GPS capable Pegasus Flight 
Management System (FMS) within their Boeing 757 and 767 aircraft, with 150 
waypoint route capacity. An aircraft FMS is comprised of three major systems 
including an aircraft�s Auto-Flight System. Aircraft Auto-Flight Systems were 
utilized during the afore mentioned GPS signal test flight approaches and 
touchdowns.

By 1999, Boeing 757 and 767 aircraft contained digital flight control systems 
that can �automatically fly the airplanes on pre-selected routes, headings, 
speed or altitude maneuvers.�

On October 9, 2001, Cubic Defense Systems, Inc. applied for a U.S. patent 
that removes control of an aircraft from its pilot and utilizes an aircraft�s 
auto-pilot system to implement an uninterruptable pre-programmed autopilot 
flight plan in order to navigate an aircraft to a given destination during an 
emergency. This would be accomplished through the use of an electronic or 
mechanical relay or relays, that become activated by pilot operation of an 
aircraft hijack notification system. Surprisingly to some, none of the four 
aircraft destroyed on September 11, 2001 are known to have entered unique 
transponder hijack notification codes, suggesting either modified function or 
insufficient activation time. One optional feature of the Cubic system is 
termination of an aircraft�s ability to communicate. In two cases, hijacker 
communications aimed at passengers on-board American Airlines flight 11 and 
United Airlines flight 93 on September 11, 2001 were heard instead by air 
traffic 
 controllers, suggesting modified communication functions. The Cubic patent 
 also references Honeywell�s 1995 augmented GPS flight navigation research 
 and development, presumably as a signal navigation aid. The system also 
 envisions the use of new aircraft flight instructions transmitted by a 
 remote sender, that would override aircraft functions already underway and 
 direct an aircraft auto-pilot system to navigate an aircraft to a 
 predetermined landing destination. A data link interface between an aircraft 
 Flight Management System (FMS) and the Management Unit for the Aircraft 
 Communication Addressing and Reporting System (ACARS), was developed during 
 the early 1990s. This communication system allows for the update an aircraft 
 FMS in mid-flight. An aircraft auto-pilot system is part of the FMS.

Because the Flight Data Recorders (FDRs) for American Airlines flight 11 and 
United Airlines flight 175 were not recovered, details regarding the 
operation of each aircraft are not known. The FDRs for American Airlines 
flight 77 and United Airlines flight 93 were recovered and indicate pilot 
control of each aircraft. However, the FDR readout file for American Airlines 
flight 77 was completed four hours and fifteen minutes before the said FDR 
was recovered, suggesting false or altered FDR information. And the FDRs for 
American Airlines flight 77 and United Airlines flight 93 are virtually the 
only ones during the previous 20 years of major National Transportation 
Safety Board (NTSB) U.S. aviation mishap investigations, for which unique 
inventory control serial numbers were not published. Such serial numbers are 
required to facilitate FDR data readouts. In fact the NTSB possesses no 
records pertaining to the positive identification of the FDRs for American 
Airlines flight 77 an
 d United Airlines flight 93.

thanks, I'll share it.
Looks like Osama had little to do this 9/11.
-- 
Karma, What a concept!