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2008 Monaghan Plausibility of GPS Guided Planes Into Towers On 911
2008 Monaghan Plausibility of GPS Guided Planes Into Towers On 911
2008 Monaghan Plausibility of GPS Guided Planes Into Towers On 911
A bstract
(Version 2: New supporting evidence is presented and footnoted.) The alleged flight performances of inexperienced
terrorist pilots accused of operating complex flight control systems of four aircraft during the terrorist attacks of
September 11, 2001 has surprised observers. Moreover, official information presented to demonstrate terrorist pilot
control of the said aircraft has been either unverifiable or demonstrated to contain noteworthy anomalies. The flight paths
of the September 11, 2001 attack aircraft bear characteristics common to the capabilities provided by precision automated
flight control systems and related commercial aviation technology that emerged just prior to these attacks. The unreported
use of augmented GPS guided auto-pilot aircraft systems in order to perform the said aircraft attacks is hypothesized.
Keywords: Global Positioning System, Wide Area Augmentation System, Selective Availability, Required
Navigation Performance, Flight Management System, Multi-Mode Receiver, Dynamic Airborne Reroute Procedure,
Radius-to-Fix Turn, Geometric Dilution of Precision.
The development of the capability of an aircraft The capability to remotely transmit altered aircraft
Flight Management Computer (FMC) to take control flight plan data via remote data link transmissions
of an aircraft away from a pilot and turn over control directly into Boeing 757 and 767 aircraft Flight
to its autopilot system, including apparently Boeing Management Computers (FMCs) for use by aircraft
757's, was underway circa September 11, 2001. The auto-pilot functions, was technologically available
development of a collision avoidance, control circa 2001.
override capability utilizing a Boeing 757 is
documented as early as 1999. Boeing 757s and 767s Developed in 1999 and technologically supported by
containing common avionics, were used during the the FANS-capable (Future Air Navigation System)
9/11 attacks. Honeywell Pegasus Flight Management System
(FMS) for Boeing 757s and 767s by 2000, Dynamic
"Ultimately, if required, the system could initiate Airborne Reroute Procedure (DARP) technology
an automatically flown evasive maneuver. enables aircraft course changes via modified flight
Validation flights were completed at the NASA plan waypoints remotely transmitted and installed
Wallops Flight Facility and in-flight into aircraft FMCs by VHF or SATCOM (satellite
demonstrations of the system were completed at
communications) transmission uplinks.
Minneapolis-St. Paul International Airport in
November 1999 for FAA officials and other
Government and industry representatives. The "Dynamic Rerouting, meaning the ability of
NASA B-757 ARIES and a Honeywell Gulfstream controllers ... to change a filed routing once the
IV (G-IV) were used in the flight test effort."47 flight is in progress ... "The new flight plan with all
new waypoints goes into the data link to the comm
satellite and is then downlinked into the FMSes of
In 2003, "Aviation Week" and Honeywell described the individual aircraft," ... "And 'Wow,' say all the
the continued development of "ground proximity old pilots, 'Untouched by human hands!'" ... Our
warning systems" that can allow a GPS-guided [dispatch] computer uplinks a route into the FMS
aircraft autopilot system to take away control of an that is identified as 'Route 2.' [You're already flying
aircraft from a pilot during emergencies. Honeywell 'Route 1.']" 50
state-of-the-art Flight Management Systems (FMS)
were used by the four aircraft reportedly hijacked on A January, 2002 description of the capabilities of the
September 11, 2001. Pegasus Flight Management System (FMS) for
Boeing 757s and 767s:
"Assisted recovery builds on existing enhanced
ground proximity warning systems (EGPWS), ""AOC (airline operations center) data link is an
autopilot or fly-by-wire technologies to prevent an optional feature of the Pegasus FMC. This feature
aircraft from crashing into terrain or buildings ... If provides data link communication of ... route
pilots don't respond to warnings within a certain modifications ... directly into the FMC (flight
amount of time, assisted recovery directs autopilot management computer)."51
or fly-by-wire control systems to steer aircraft away
from a crash."48 A May, 2000, Boeing explanation of the capabilities
of the Pegasus Flight Management System (FMS) for
A 2005 report on ground proximity warning systems Boeing 757s and 767s:
states that the Boeing 767's that were crashed into the
World Trade Center (WTC) relied on navigation "A route request may either be a route modified by
databases that contained the exact locations of the the crew, or a route which has been sent to the
WTC towers: airplane from the Airline Data System."52
"The hijacked passenger jets that hit the World "The route can be sent by airline operations directly
Trade Center buildings were equipped with to the ATC Facility via AIDC, for example, for
EGPWS ... The twin towers were in the database"49 review and uplink to the aircraft."53
"At the time of the airworthiness approval of the
757/767 (Pegasus ‘00) FANS 1 FMC, the
operational requirements ... for providing ...
Dynamic Airborne Route Planning (DARP) based
on FANS 1 communication capability were not
determined."54
By June, 2001, DARP technology was available but Airlines flight 11 occurred while ten GPS/WAAS
not fully operational: satellites were visible, just five minutes after the
expiration of one of two short periods of maximum
"Dynamic rerouting (DARP) is not fully GPS/WAAS satellite visibility from the WTC
operational - Technology is available."55 coordinates. The period of eleven visible
GPS/WAAS satellites from the coordinates of the
The May, 2000, data-link descriptions for the Boeing WTC occupied only 12% of the hours between
Pegasus Flight Management System (FMS) for sunrise and sunset on September 11, 2001. It was
Boeing 757s and 767s continues: during this brief period of virtually maximum
GPS/WAAS satellite visibility from the WTC that the
"Three independent VHF systems (radios and aircraft attacks at the WTC unfolded.[58] Similarly
antennas) are installed on the airplane to provide
line of sight voice and data communication."56
superior GPS service also existed from the
coordinates of the of the Pentagon building in
"Satellite communications (SATCOM) may be Arlington, VA during the impact of American
provided for remote communications where Airlines flight 77. (see Fig. 14) This impact occurred
terrestrial contact is unavailable, or by airline less than ten minutes after the expiration of the
policy regardless of the state of other longest period of the maximum 12 GPS/WAAS
communication capabilities."57 satellites visible from the Pentagon coordinates.
"The FMC has the capability to store 2 routes,
designated as route 1 and route 2. The route which
defines the flight plan along which the airplane is to
be flown is the active route."58
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