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ACARS CONFIRMED – 9/11 AIRCRAFT AIRBORNE LONG AFTER CRASH

In ACARS CONFIRMED - 9/11 AIRCRAFT AIRBORNE LONG AFTER CRASH, EYE ON CITRUS, EYEONCITRUS.COM on kp46 at 311101

 The evidence is overwhelming, yet no one is brave enough to step forward and take any action. Another piece of evidence that 911 was a false flag operation leading to the death of thousands of Americans, home and abroad, and millions worldwide is detailed below. The fable of 911 propaganda is continually reinforced by the elitists, corporate monolith media machine. While these mass killers walk free every day, how can anyone ever expect justice from an unjust system, a system that lets these killers walk and the rest of us pay for their crimes through a crumbling economy brought about because of this act.

UNITED 175 IN THE VICINITY OF HARRISBURG AND PITTSBURGH, PA

(PilotsFor911Truth.org) – Aircraft Communications Addressing and Reporting System (ACARS) is a device used to send messages to and from an aircraft. Very similar to text messages and email we use today, Air Traffic Control, the airline itself, and other airplanes can communicate with each other via this “texting” system. ACARS was developed in 1978 and is still used today. Similar to cell phone networks, the ACARS network has remote ground stations installed around the world to route messages from ATC, the airline, etc, to the aircraft depending on it’s location and vice versa. ACARS Messages have been provided through the Freedom Of Information Act (FOIA) which demonstrate that the aircraft received messages through ground stations located in Harrisburg, PA, and then later routed through a ground station in Pittsburgh, 20 minutes after the aircraft allegedly impacted the South Tower in New York. How can messages be routed through such remote locations if the aircraft was in NY, not to mention how can messages be routed to an aircraft which allegedly crashed 20 minutes earlier? Pilots For 9/11 Truth have briefly touched on this subject in 9/11: Intercepted through the excellent research of “Woody Box“, who initially discovered such alarming information in the released FOIA documents(1). We now have further information which confirms the aircraft was not in the vicinity of New York City when the attacks occurred.

These are the ‘text’ (ACARS) messages in question -

The format for these messages is pretty straight forward. To limit the technical details, we will explain the most important parts of the messages, however, for full Message Block Format Code standards, click here. The remote ground station (MDT in the message below) used to route the message to the aircraft, the time and date in which the message is sent (111259, meaning the 11th of Sept, at 1259Z or 0859 Eastern), the flight number (UA175), and the tail number of the airplane in which the message is intended (N612UA), are all highlighted in red. The underlined date and time is when the message was received by the airplane.

This message was sent on Sept 11, at 1259Z (8:59AM Eastern) to United Flight 175, tail number N612UA, routed through the MDT remote ground station (Harrisburg International Airport, also known as Middleton).

DDLXCXA SFOLM CHI58R SFOFRSAM
.SFOLMUA 111259/JER
CMD
AN N612UA/GL MDT
- QUSFOLMUA 1UA175 BOSLAX
I HEARD OF A REPORTED INCIDENT ABOARD YOUR ACFT. PLZ VERIFY ALL
IS NORMAL….THX 777SAM
SFOLM JERRY TSEN
;09111259 108575 0543

This message was sent on Sept 11, at 1303Z (9:03AM Eastern, the time of the crash) to United Flight 175, tail number N612UA, routed through the MDT remote ground station (Harrisburg International Airport, also known as Middleton).

DDLXCXA CHIAK CH158R
.CHIAKUA 111303/ED
CMD
AN N612UA/GL MDT
- QUCHIYRUA 1UA175 BOSLAX
- MESSAGE FROM CHIDD -
HOW IS THE RIDE. ANY THING DISPATCH CAN DO FOR YOU…
CHIDD ED BALLINGER
;09111303 108575 0545

This message was also sent on Sept 11, at 1303Z (9:03AM Eastern, the time of the crash) to United Flight 175, tail number N612UA, routed through the MDT remote ground station (Harrisburg International Airport, also known as Middleton).

DDLXCXA CHIYR CH158R
.CHIYRUA 111303/AD
CMD
AN N612UA/GL MDT
- QUCHIYRUA 1UA175 BOSLAX
- MESSAGE FROM CHIDD -
NY APROACH LOOKIN FOR YA ON 127.4
CHIDD AD ROGERS
;09111303 108575 0546

This message was sent on Sept 11, at 1323Z (9:23AM Eastern, 20 minutes after the time of the crash) to United Flight 175, tail number N612UA, routed through the PIT remote ground station (Pittsburgh International Airport).

DDLXCXA CHIAK CH158R
.CHIAKUA DA 111323/ED
CMD
AN N612UA/GL PIT
- QUCHIYRUA 1UA175
BOSLAX
- MESSAGE FROM CHIDD -
/BEWARE ANY COCKPIT INTROUSION: TWO AIRCAFT IN NY . HIT TRADE C
NTER BUILDS…
CHIDD ED BALLINGER
;09111323 108575 0574

If one references the standard message block codes linked above, you will notice that a “Technical Acknowledgement” section should be present in ACARS messages. What this means, is that the ACARS system can confirm if the sent ‘text’ messages have been received or not without requiring any crew input to manually acknowledge the message was received. Similar to an email which may have bounced back, or your cell phone telling you that your text message failed to send, this automatic technical acknowledgement would let the reader know the message failed receipt, or if it were received. An ACK or NAK should be present denoting received or failed, respectively, according to standard message formats. Unfortunately, these standard codes are not available in the above messages. However, according to a Memorandum For The Record(2) quoting United Dispatcher Ed Ballinger, the second time stamp on the bottom of the message, at United Airlines, is the “Technical Acknowledgement” from the airplane that the message has been received -

Mr. Ballinger stated that the ACARS messages have two times listed: the time sent and the time received. He stated that once he sends the message it is delivered to the addressed aircraft through AIRINC immediately. He is not aware of any delay in the aircraft receiving the message after he sends it.

According to the above statement made by Mr. Ballinger, all of the above messages were received by the aircraft.

The 9/11 Commission has claimed which messages have been received by the aircraft. According to a another Memorandum For The Record (MFR), four ACARS messages were sent between 8:59AM and 9:03AM on the morning of Sept 11, to United Flight 175. The MFR reads as follows(3) -

1259:19Z A dispatcher-initiated message that reached the plane but not crew acknowledged stating “I heard of a reported incident.”
1259:29 Additional dispatcher-initiated message
1259:30 Additional dispatcher-initiated message
1303:17 Rogers-initiated message not received by the aircraft

The first message at 1259:19Z, as stated, was received by the aircraft, but not crew acknowledged, which is not required as technical acknowledgements are automatic. This is referring to the message noted above sent through MDT by Jerry TSEN (First coded ACARS message at top). The second (1259:29Z) and third messages (1259:30Z) referenced in the MFR were not provided through the FOIA. The last message (1303:17Z) referenced in the MFR is claimed to not have been received by the aircraft according to the 9/11 Commission. However, all we have is their word, which contradicts the statement made by Ballinger and the Technical Acknowledgement time stamp. The coded Rogers initiated ACARS message is included above, third from the top. Of course, the 9/11 Commission cannot admit if the last message was received by the airplane as that would immediately indicate to anyone that the airplane did not crash into the South Tower at 09:03am.

It is interesting to note that the Commission ignores the 9:03am ACARS message sent by Ed Ballinger routed through MDT (second ACARS message printed above), yet claims the 9:03am message sent by Rogers as not being received. Based on sequential numbers of the messages themselves, it is clear Ballinger’s 9:03 message was sent before the Rogers message (0545 for Ballinger message, 0546 for Rogers, printed on bottom of the message), yet the Commission ignores Ballinger’s message. Why would they ignore Ballinger’s message, yet acknowledge Rogers? Is it because Ballinger’s message was received by the airplane and they realized that an aircraft cannot receive an ACARS message at that distance and such low altitude? This message is more evidence the aircraft was in the vicinity of Harrisburg, and not NY. At least 3 ACARS messages were routed through MDT between 8:59 and 9:03am, and received by the airplane, according to the technical acknowledgement time stamps at the bottom of the messages.

The last message sent at 9:23AM, routed through Pittsburgh, has been completely ignored by the 9/11 Commission as well. Although important to know whether the messages were received, it is equally if not more important to understand how they are routed, received or not.

ACARS Networks are based on ARINC Standards for communications in the United States. ARINC is a provider of the communication protocol for ACARS networking. As ACARS networks are to Cell Phones, think of ARINC as perhaps a Verizon or AT&T. When a message is sent from the aircraft, or the ground, the message needs to be routed through remote ground stations as described above. Many remote ground stations (RGS) are located throughout the world. Here is a diagram of some of the stations located in the Northeast USA. Rest of story here….

Comprehensive List Of ACARS Remote Ground Stations Worldwide – scribd source link – Page 100

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