Archive for August, 2002

NASA plans to read terrorist’s minds at airports

NASA plans to read terrorist’s minds at airports
Frank J. Murray

Published 8/17/2002

Airport security screeners may soon try to read the minds of travelers to identify terrorists.
Officials of the National Aeronautics and Space Administration have told Northwest Airlines security specialists that the agency is developing brain-monitoring devices in cooperation with a commercial firm, which it did not identify.
Space technology would be adapted to receive and analyze brain-wave and heartbeat patterns, then feed that data into computerized programs “to detect passengers who potentially might pose a threat,” according to briefing documents obtained by The Washington Times.
NASA wants to use “noninvasive neuro-electric sensors,” imbedded in gates, to collect tiny electric signals that all brains and hearts transmit. Computers would apply statistical algorithms to correlate physiologic patterns with computerized data on travel routines, criminal background and credit information from “hundreds to thousands of data sources,” NASA documents say.
The notion has raised privacy concerns. Mihir Kshirsagar of the Electronic Privacy Information Center says such technology would only add to airport-security chaos. “A lot of people’s fear of flying would send those meters off the chart. Are they going to pull all those people aside?”
The organization obtained documents July 31, the product of a Freedom of Information Act lawsuit against the Transportation Security Administration, and offered the documents to this newspaper.
Mr. Kshirsagar’s organization is concerned about enhancements already being added to the Computer-Aided Passenger Pre-Screening (CAPPS) system. Data from sensing machines are intended to be added to that mix.
NASA aerospace research manager Herb Schlickenmaier told The Times the test proposal to Northwest Airlines is one of four airline-security projects the agency is developing. It’s too soon to know whether any of it is working, he says.
“There are baby steps for us to walk through before we can make any pronouncements,” says Mr. Schlickenmaier, the Washington official overseeing scientists who briefed Northwest Airlines on the plan. He likened the proposal to a super lie detector that would also measure pulse rate, body temperature, eye-flicker rate and other biometric aspects sensed remotely.
Though adding mind reading to screening remains theoretical, Mr. Schlickenmaier says, he confirms that NASA has a goal of measuring brain waves and heartbeat rates of airline passengers as they pass screening machines.
This has raised concerns that using noninvasive procedures is merely a first step. Private researchers say reliable EEG brain waves are usually measurable only by machines whose sensors touch the head, sometimes in a “thinking cap” device. “To say I can take that cap off and put sensors in a doorjamb, and as the passenger starts walking through [to allow me to say] that they are a threat or not, is at this point a future application,” Mr. Schlickenmaier said in an interview.
“Can I build a sensor that can move off of the head and still detect the EEG?” asks Mr. Schlickenmaier, who led NASA’s development of airborne wind-shear detectors 20 years ago. “If I can do that, and I don’t know that right now, can I package it and [then] say we can do this, or no we can’t? We are going to look at this question. Can this be done? Is the physics possible?”
Two physics professors familiar with brain-wave research, but not associated with NASA, questioned how such testing could be feasible or reliable for mass screening. “What they’re saying they would do has not been done, even wired in,” says a national authority on neuro-electric sensing, who asked not to be identified. He called NASA’s goal “pretty far out.”
Both professors also raised privacy concerns.
“Screening systems must address privacy and ‘Big Brother’ issues to the extent possible,” a NASA briefing paper, presented at a two-day meeting at Northwest Airlines headquarters in St. Paul, Minn., acknowledges. Last year, the Supreme Court ruled unconstitutional police efforts to use noninvasive “sense-enhancing technology” that is not in general public use in order to collect data otherwise unobtainable without a warrant. However, the high court consistently exempts airports and border posts from most Fourth Amendment restrictions on searches.
“We’re getting closer to reading minds than you might suppose,” says Robert Park, a physics professor at the University of Maryland and spokesman for the American Physical Society. “It does make me uncomfortable. That’s the limit of privacy invasion. You can’t go further than that.”
“We’re close to the point where they can tell to an extent what you’re thinking about by which part of the brain is activated, which is close to reading your mind. It would be terribly complicated to try to build a device that would read your mind as you walk by.” The idea is plausible, he says, but frightening.
At the Northwest Airlines session conducted Dec. 10-11, nine scientists and managers from NASA Ames Research Center at Moffett Field, Calif., proposed a “pilot test” of the Aviation Security Reporting System.
NASA also requested that the airline turn over all of its computerized passenger data for July, August and September 2001 to incorporate in NASA’s “passenger-screening testbed” that uses “threat-assessment software” to analyze such data, biometric facial recognition and “neuro-electric sensing.”
Northwest officials would not comment.
Published scientific reports show NASA researcher Alan Pope, at NASA Langley Research Center in Hampton, Va., produced a system to alert pilots or astronauts who daydream or “zone out” for as few as five seconds.
The September 11 hijackers helped highlight one weakness of the CAPPS system. They did dry runs that show whether a specific terrorist is likely to be identified as a threat. Those pulled out for special checking could be replaced by others who do not raise suspicions. The September 11 hijackers cleared security under their own names, even though nine of them were pulled aside for extra attention.

Copyright © 2002 News World Communications, Inc. All rights reserved.

911, Mysterious Death of Saudi Flight Instructor and HAARP

911, Mysterious Death of Saudi Flight Instructor and HAARP

UQ Wire: 911 Hijackers Who Lived At A US Navy Base
Thursday, 15 August 2002, 9:49 pm

Unanswered Questions: Thinking For Ourselves
Presented by…

Come Fly With Me?

A Saudi Flying Instructor Who Died Mysteriously On May 8 Had The Same Name as Two 9/11 Hijackers Who Lived At The Same U.S. Naval Air Base

by Tom Flocco * * And
14 August 2002


911 Hijacker – Saeed Alghamdi
Amid reports in the days after the September 11 attacks that two of the hijackers, Saeed Alghamdi and Ahmed Alghamdi received flight training at Florida’s Pensacola Naval Air Station, a new dot has been connected which may shed more light on past revelations that 9/11 terrorists learned to fly at secure United States military bases.

Royal Saudi Air Force Major Ambarak S. Alghamdi had continued to remain in his position as a Pensacola Naval Air Station flight instructor after the 9/11 attacks, notwithstanding his Saudi Government ties – and that most of the terrorists were Saudis.

911 Hijacker – Ahmed Alghamdi
No reports are forthcoming, however, about whether Government investigators or victim family attorneys have yet sought information and biographical reports or files from the State Department or Saudi Arabian government as to whether the Saudi flight instructor was related to three FBI-named United and American Airlines hijackers who had the same Alghamdi surname.

An FBI press release (9-27-2001) listed the third Alghamdi – Hamza – as yet another hijacker who was on the same United Airlines 175 jet as Ahmed Alghamdi, both of whom crashed into the South Tower of the World Trade Center with doomed Americans.

Strangely, however, Saudi Major Ambarak Alghamdi is now dead – victim of a mysterious, unexplained, and largely uncommented-upon plane crash on May 8 in clear weather. Two other victims of the accident were from the Raytheon Corporation, which now owns technology via its E-Systems division that is capable of, “disrupting or taking down airplanes….with advanced guiding systems,” according to patented technology invented by Texas physicist Bernard J. Eastlund.

The specialized Raytheon technology is so secret, that according to reports, even the House and Senate are not being told how appropriations in the billions are being spent on its so-called ‘black’ projects – primarily developed for its main employer, the CIA.

According to a Pensacola News-Journal report, Florida Senator Bob Graham, Chairman of the Joint Intelligence Committee investigating the September 11 attacks, was briefed on September 16 regarding the latest intelligence information, but there was no mention of suspected hijackers having been enrolled as pilot trainees in Pensacola, said his spokesman, Paul Anderson. (9-17-2001) Graham has remained silent on the subject.

Graham has already been linked to a controversial September 11 breakfast meeting with Pakistan’s Inter-Services Security Agency (ISI) Chief who ordered $100,000 wired from Pakistan to terrorist leader Mohammed Atta in the days immediately prior to the attacks

According to Pentagon and local military officials, “[foreign] students are instructed in everything from warfare specialty training to air navigation meteorology and land/water survival,” while refusing comment on the media reports of September 16.

Pentagon officials referred calls on the subject to the FBI, which also refused comment, said the News-Journal.

This, at a time when Congress is soon to vote on the fall Appropriations bills which will essentially reward widely acknowledged national security failures at the Department of Defense (DOD), the Central Intelligence Agency (CIA), the Federal Bureau of Investigation (FBI), and the Immigration and Naturalization Service (INS) with billions of dollars in taxpayer resources — without one public 9/11 hearing seeking either truth or accountability.

Photo By Kim D. Johnson, AP

911 widow Ellen Mariani, left, and friend four days after her husband’s death in the World Trade Center disaster.

Last December, Ellen Mariani, whose husband Neil died on the same United 175 flight as two Alghamdi terrorists, brought the first 9/11 lawsuit against United and two airport security companies: (For more information see… “9/11 Judge Orders Consolidation But Ignores DOJ Evidence Tampering”

The Alghamdi revelations could fuel speculation that Mariani’s attorneys, Mary Schiavo and John Greaves, will seek to subpoena INS records detailing the Alghamdi hijackers’ entrance into the United States, visa status, INS interview reports, and DOD and Naval flight instruction logs, files, and pilot interviews – and possibly Saudi Government records on the terrorists who hijacked two United jets.

Such information would reveal and verify how or whether Saudi flight instructor Ambarak Alghamdi was instrumental in facilitating either the Alghamdi terrorists’ military flight training, or their ability to surreptitiously use the naval air base as a domicile of record in order to move freely throughout the U.S. prior to hijacking United Airlines 175 and 93.

INS and DOD documents of this nature would not seem on the surface to pose national security problems, thus victim family acquisition of the files would likely not be blocked, ultimately, by the courts.

United States Navy Base – Pensacola, Florida
Domicile Of Two 911 Hijackers & Three Pilots Named Alghamdi

Military records show that hijackers Saeed and Ahmed Alghamdi listed their address on driver licenses and car registrations as 10 Radford Blvd., a base roadway where residences for foreign-military flight trainees are located, according to Newsweek (9-15-2001). Saeed Alghamdi listed the Radford address to register a 1998 Oldsmobile, and then used it again to register a late model Buick. Driver licenses thought to have been issued to [Ahmed Alghamdi] in 1996 and 1998 also list the Radford residence, added Newsweek.

Newsweek then visited the Pensacola base, “where military police confirmed the address housed foreign military flight trainees, but denied access past front barricades. Officials at the base confirmed that the FBI is investigating the three students.”

On September 17, Florida Senator Bill Nelson, “asked the Pentagon to confirm or refute reports that two of the terrorists were listed at a housing facility for foreign military officers at a Pensacola Florida Air Base,” according to the Washington Post (9-22-2001).

The direct links connecting the two hijackers to United Airlines could lead victim family lawyers to seek additional documents and files detailing Pentagon and INS procedures, interviews and reports about the two Alghamdis – one on United 175 and one on United 93 – given that the documents would also not likely present national security violations.

On September 21, the Washington Post added that Senator Nelson, “was informed that the FBI could neither say ‘yes’ or ‘no,’ ” because the bureau was still, “investigating any connection to the military facility,” according to Nelson’s press spokesman, Dan McLaughlin.

However, investigative journalist Daniel Hopsicker also called Nelson’s office, adding that the Florida Senator had still not received a reply as of October 30, 2001: “In the wake of those reports we asked about the Pensacola Naval Air Station but we never got a definitive answer from the [Ashcroft] Justice Department,” said a spokesman for Senator Nelson. (Online Journal, 10-30-2001)

Hopsicker, leading the way regarding 9/11-linked reporting from Florida, added that Nelson‘s spokeman said, “So we asked the FBI for an answer ‘if and when’ they could provide us one. Their response to date has been that they are trying to sort through something complicated and difficult.”

A Scoop call yesterday to Senator Nelson’s office seeking an update on the matter revealed that Nelson finally received a DOJ letter from Attorney General John Ashcroft, who asserted that Pensacola Naval Air Station did not train hijackers, according to Nelson’s press spokesperson Gretchen Hitchner.

However, Ashcroft offered no explanation as to how Saudi terrorists could have gained access to and been able to live at the Pensacola, Florida military base as their driver licenses and car registrations indicated, according to news reports – flight training or not.

And Ashcroft’s letter to Nelson never mentioned that the two terrorists had Pensacola Air Station addresses – let alone that a now-mysteriously deceased, Pensacola naval flight instructor from the Royal Saudi Air Force had the same name and also lived and worked at the U.S. naval air base.

The T-39 Sabreliner – Two Mysteriously Crashed In May

A review of at least eight news reports revealed that Major Ambarak S. Alghamdi, 32, from Albaha, Saudi Arabia, died mysteriously on a “routine training mission.” According to the Pensacola News-Journal (5-10-2002), Coast Guard Petty Officer Chad Saylor described the search conditions as, “optimal,” with the air and water temperatures at 80 degrees with 3-foot seas and excellent visibility.

The two planes involved were T-39 Sabreliners, based out of Pensacola Naval Air Station (NAS), which suddenly disappeared from radar, 40 miles at sea south of Pensacola Beach.
Moreover, CNN correspondent Barbara Starr reported that, “the Navy has not commented on what details the crew of the third plane [involved in the mission] might have provided.” (5-9-2002)

And there were no public interviews of the crew from the third plane which searched for signs of life immediately after the crash. But a Navy official, “acknowledged the assumption that the downed planes somehow collided,” according to Starr.

Both planes disappeared at the same time and neither sounded a mayday; moreover, there were no reports available regarding radio contacts among the three planes immediately prior to the two planes going down.

Harry White, spokesman for Pensacola NAS, declined to say whether investigators believe they collided. A week later – with more information – White said he still could not confirm whether the planes collided, according to the Associated Press. (5-16-2002)

More curiously, however, Training Squadron 86 – to which the downed planes were assigned – had just celebrated more that 330,000 accident-free flight hours over 25 years, and has previously been awarded several honors for its safety record, according to the Squadron Web site.

Daniel Else, 50, a retired Navy lieutenant commander who trained in the T-39 Sabreliner in 1975 said that, “normally though, the planes do not come into close contact;” adding that, “those exercises are usually conducted at comfortable cruising speeds at an altitude between 10-15,000 feet, which could explain the six-mile separation of the debris fields.”
(Pensacola News-Journal, 5-10-2002)


Two of the seven dead Pensacola crew members were civilian instructors who were former Vietnam-era military pilots working for Raytheon Aerospace Corporation, but employed as contractors for Pensacola Naval Air Station, according to the News-Journal. The two deceased former military pilots employed by Raytheon were Marshall “Fritz” Herr and Homer “Gray” Hutchinson III.

According to its web-site, Raytheon supplies Air Traffic Control systems to the Federal Aviation Administration (FAA) but also to foreign governments, and is active in the fields of global positioning systems, infrared/electro-optics, and Monolithic Microwave Integrated Circuits.

It is also a provider of tactical communications and military radios, specialized aircraft modification services, and airborne countermeasures systems – also to a wide variety of customers worldwide. Moreover, Raytheon provides special mission aircraft, target drones, and aircraft training systems to the military services, among multiple other military products far too numerous to mention.

However, its most controversial product is the High-frequency Active Auroral Research Program (HAARP). The technology, a key component of Raytheon’s E-Systems division,
is described in its original patent (number 4,686,605) originally owned by ARCO Power Technologies but sold to E-Systems – now owned by Raytheon.

Briefly, HAARP – and its related but far more refined technology applications – use powerful microwave pulses that, according to the patent, can disrupt or take down airplanes and missiles with advanced guiding systems, according to a lengthy article entitled “The End of Freedom”, by Dennis Rodie, originally published in Belgium by the periodical, Kleintje Muurkrant, in December, 1999.

Rodie says the Defense Department is using HAARP technology to perform atmospheric measurements and to replace submarine communication systems; however, he adds that HAARP can also cause interference with or total disruption of communications over a large portion of the earth with electromagnetic beams of different frequencies, according to the patent. Moreover, it can be used for alteration of weather, causing drought and floods.

Rodie also describes the work of Dr. R.O. Becker, twice nominated for the Nobel Prize for bio-electromagnetism. In his book, The Body Electric, Becker details the experiments of Dr. Alan Frey who was able to use microwaves to slow down, speed up or even stop the heartbeat, while also creating leaks in the blood brain barrier – research financed by the United States Navy. But Rodie then reveals that the technology makes it technically possible to cause a heart attack by using a beam which can penetrate the human sternum.


Given the fact that terrorists can gain entry to secure military installations, a Saudi Air Force instructor with the same name as three FBI-identified hijackers can unexplainably turn up dead during a routine training mission in perfect weather, and secret CIA-financed Raytheon technology has the capability of taking down airplanes, the question is begged as to who is left to seek truth and real accountability.

The reporting of Dan Hopsicker (, 12-26-2001), delves deeply into what a Tampa Tribune headline called, “The Phantom Flight from Florida,” wherein a Saudi prince – the son of the nation’s defense minister – as well as the son of a Saudi army commander took off in a twin-engine Lear jet just two days after the September 11 attacks, when every other plane in the United States was grounded. Moreover, Hopsicker made a special point that the Federal Government said the flight never happened despite the Tribune’s glaring headline. Meanwhile no one has even asked why the princes were in Tampa on 9/11!

The two Saudi princes flew to Lexington, Kentucky where other Saudi princes were purchasing racehorses; and from there, they flew a private 747 jet out of the country. But two armed bodyguards hired by the Saudis to get the princes out of Florida told Hopsicker that the Saudi plane took off from a private hanger at Raytheon Airport Services in Tampa.

Hopsicker’s report ultimately traced the ownership of the Lear Jet to Wally Hilliard, who is a partner of Rudi Dekkers, owner of the Venice, Florida flight school where most of the Saudi terrorists developed their airplane hijacking skills. Hopsicker added that the local police had collected all the files detailing Dekkers’ relationships and business with the hijackers – including the Alghamdi terrorists.

But according to one local law enforcement official, “The FBI took all our files, everything.” Then he added that, “they loaded two Ryder trucks right outside that (police station) window, then drove them right onto a C130 military cargo plane at Sarasota airport which flew out with [Governor] Jeb Bush aboard.” Is Hopsicker striking a presidential nerve?

All Americans – but more specifically the September 11 victim families – may well come to agree with a young mother named Kristen Breitweiser, who sat with her three year-old daughter and their dog, watching Ellen Mariani’s husband Neil’s hijacked United 175 jet crash into the South Tower of the World Trade Center – effectively destroying her future family life with her husband Ronald, while he sat at his desk.

Breitweiser entranced MSNBC’s Phil Donohue last night, remarking that Congress is so conflicted that it cannot possibly investigate itself – even as she asked why, “President Bush just sat there for 25 minutes while the country was under attack,” adding that it was “disgusting.” Mrs. Breitweiser stared at the camera, quietly speaking in a composed and serene rage.

The November election could well reveal whether or not Americans share Kristen’s quiet rage that congressional national security oversight is disgusting enough to make wholesale changes.

Supplementary research was contributed by Michael Thomas.

Copyright (c) 2002 by Thomas Flocco. Used with permission.

* – Tom Flocco is an independent American investigativ
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