FAA Transcripts, AA77 - NYTimes Options

[rob balsamo]

Discrepencies found with FOIA Transcripts courtesy of Russell Pickering.

8:12:29 — AAL77: Good morning ground American seven seven is off of dixie twenty six with information tango.

8:12:36 — Ground Control West: American 77 Dulles taxi to runway three zero.

8:12:39 — AAL77: Taxi three zero American seven seven.

8:16:01 — Local Control West: American 77, Dulles tower. Runway three zero taxi into position and hold you'll be holding for landing traffic one left and for spacing wake turbulence spacing behind the DC 10.

8:16:29 — AAL77: And American ah seven seven is ready.

8:16:32 — Local Control West: American 77, Dulles tower. Runway three zero. Taxi into position and hold you're holding for wake turbulence landing traffic one left and you need to be fifteen in trail of that DC 10.

8:16:41 — AAL77: Position and hold three zero, American seven seven.

8:19:20 — Local Control West: American 77 your departure frequency will be one two five point zero five. Runway three zero cleared for take off.

8:19:27 — AAL77: One two five oh five. Runway three zero cleared for takeoff, American 77.

8:20:26 — Local Control West: American 77, turn left heading two seven zero contact departure.

8:20:31 — AAL77: Two seventy heading departure, American 77. Good day.

8:20:38 — AAL77: Is with you passing one decimal one for three.

8:20:43 — North Departure: American 77, Dulles departure radar. Contact climb and maintain five thousand.

8:20:47 — AAL77: Five thousand, American 77.

8:22:05 — North Departure: American 77 climb and maintain one one thousand eleven thousand.

8:22:08 — AAL77: up to one one thousand American 77.

8:23:23 — North Departure: American 77 (whistling sound) cleared cleared direct linden contact Dulles one one eight point six seven.

8:23:28 — AAL77: direct linden eighteen sixty seven American 77 good day

8:23:28 — North Departure Low: O.K. O.K. O.K.

8:23:34 — Radar Control: Got the board there already

8:23:36 — North Departure Low: All right we got normal frequencies all the way around nothing hot at this time. Ah, traffic where is this where is this go one twenty-eight where the hell is that? O.K., O.K.

8:23:43 — AAL77: American 77 with you passing nine decimal one for eleven one one thousand.

8:23:47 — North Departure: American 77 Dulles approach climb and maintain one seven thousand.

8:23:50 — AAL77: one seven thousand American 77.

8:23:55 — North Departure Low: O.K., alright. Point outs at this time you got seven lima vector direct d c a seven thousand november zero nine romeo is at five thousand he's already talking to north north sees the traffic, he's going to climb do whatever he has to do. American 77 is direct linden climbing to eleven switched and gone one tango seven is a point out to manassas seven nine xray's been pointed out to west he's at six thousand on going to join victor one sixty eight other than that that's all you have.

8:24:23 — Radar Control: I got it.

8:25:33 — NH: American 77 contact Washington center one two zero point six five good luck.

8:25:37 — AAL77: point six five American 77 thank you ma'am good day.

8:25:49 — AAL77: center American 77 with you passing one three decimal zero for one seven thousand.

8:25:57 — Controller 5: American 77 Washington center roger climb and maintain flight level two seven zero.

8:26:00 — AAL77: two seven zero American 77.

8:30:38 — Controller 5: American 77 contact Washington center one three three point two seven.

8:30:42 — AAL77: ah thirty three twenty seven American 77.

8:31:08 — AAL77: (unintelligible) American 77 passing two five decimal one for two seven oh. [3 second time difference between transcripts]

8:31:23 — Controller 3: American 77 ah climb climb and maintain flight level two niner zero sir.

8:31:30 — AAL77: two niner zero American 77.

8:34:16 — Controller 3: American 77 turn twenty degrees right vector for your climb.

8:34:17 — Controller 3: American 77 turn twenty degrees right vector for your climb. [repeat of above]

8:34:19 — AAL77: turn twenty right American 77.

8:37:33 — Controller 3: American 77 recleared direct Charleston climb and maintain cor correction recleared direct Henderson sir climb and maintain flight level three niner zero.

8:37:39 — AAL77: direct Henderson out of two nine for three nine oh requesting three five zero for a final American 77.

8:37:57 — AAL77: center American 77 you copy request for three five zero as a final. [2 second time difference between transcripts]

8:38:03 — AAL77: three five zero for a final American 77 thank you sir.

8:39:30 — Controller 3: American 77 amend your altitude maintain flight level three three zero for traffic.

8:39:36 — AAL77: American 77 stop at three three zero.

8:39:52 — Washington Air Route Traffic Control Center in Leesburg, Va: so who wants to talk to American 77 Bobcat or Henderson.

8:40:03 — Controller 3: American 77 contact Indy center one two zero point two seven.

8:40:06 — AAL77: twenty five seven American 77 thanks sir good day.

8:40:14 — AAL77: center American 77 with you level three three zero. [1 second time difference]

8:40:16 — Indianapolis Control, Henderson Sector Radar: American 77 Indy center roger sqauwk three seven four three. [1 second time difference]

8:40:18 — AAL77: three seven four three American 77. [1 second time difference]

8:43:52 — Indianapolis Control, Henderson Sector Radar: American 77 climb and maintain flight level three five zero. [1 second time difference]

8:43:54 — AAL77: thirty three for three five oh American 77.

8:47:20 — Indianapolis Control, Henderson Sector Radar: American 77 turn ten degrees to the right vectors for traffic. [4 seconds difference. It also appers this direction is responsible for the "handle" seen in the outbound flight path.]

8:47:23 — Indianapolis Control, Henderson Sector Radar: American 77 turn ten degrees to the right vectors for traffic. [Duplicate entry to above.]

8:47:23 — AAL77: ten right American 77. [3 second difference.]

8:47:33 — AAL77: ten right American 77. [Duplicate entry to above.]

8:50:48 — Indianapolis Control, Henderson Sector Radar: American 77 cleared direct um Falmouth. [1 second difference.]

8:50:51 — AAL77: uh direct Falmouth American 77 thank you. ["Thanks" vs. "Thank you". LAST TRANSMISSION FROM AA77.]

8:56:32 — Indianapolis Control, Henderson Sector Radar: American 77 Indy.

8:56:46 — Indianapolis Control, Henderson Sector Radar: American 77 Indy.

8:56:53 — Indianapolis Control, Henderson Sector Radar: American 77 American Indy radio check how do you read. [They left out the radio check part here.]

8:57:12 — Indianapolis Control, Henderson Sector Radar: American 77 American Indy radio check how do you read.

8:57:28 — Indianapolis Control, Henderson Sector Radar: American alt 77 American radio check how do you read. [1 second time difference.]

8:57:35 — Indianapolis Control, Henderson Sector Radar: override beeping.

8:57:35 — Indianapolis Control, Dacos Radar: this is uh — Indianapolis Control, Dacos.

8:57:38 — Indianapolis Control, Dacos Radar: this is uh — Indianapolis Control, Dacos.

8:57:55 — Indianapolis Control, Henderson Sector Radar Associate: override line beeping.

8:57:59 — Controller 3: American 77 roger maintain flight level three five zero show that as your final.

8:58:08 — Indianapolis Control, Henderson Sector Radar Associate: outside line ringing8:58:14 — AAL: American dispatch Jim McDonnell.

[8:58:16 entry from NTSB transcript missing here]

8:58:19 — Indianapolis Control, Henderson Sector Radar Associate: this is indianapolis center trying to get a hold of American 77.

[8:58:20 entry from NTSB transcript missing here]

8:58:23 — AAL: uh Indys hang on one second please.

8:58:25 — Indianapolis Control, Henderson Sector Radar Associate: what?

8:58:26 — AAL: hang on one second sir.

8:58:28 — Indianapolis Control, Henderson Sector Radar Associate: all right.

8:58:30 — AAL: who ya trying to get a hold of.

8:58:31 — Indianapolis Control, Henderson Sector Radar Associate: American 77.

8:58:32 — AAL: O.K.

8:58:33 — Indianapolis Control, Henderson Sector Radar Associate: on frequency one two zero point two seven.

8:58:35 — AAL: one two zero.

8:58:36 — Indianapolis Control, Henderson Sector Radar Associate: point two seven we were talking to him and all of a sudden it just uh — .

8:58:38 — AAL O.K., all right we'll get a hold of him for ya.

8:58:40 — Indianapolis Control, Henderson Sector Radar Associate: all right.

8:58:41 — Indianapolis Control, Henderson Sector Radar: American ah 77 Indy ah center how do you read.

8:58:51 — Indianapolis Control, Henderson Sector Radar: American 77 Indy radio check how do you read.

[8:59:32 entry from NTSB transcript missing here]

9:00:25 — Indianapolis Control, Henderson Sector Radar: American 77 Indy.

9:00:29 — AAL2493: center American ah twenty four ninety three.

9:00:31 — Indianapolis Control, Henderson Sector Radar: American twenty four ninety three go ahead.

9:00:33 — AAL2493: yeah we uh sent a message to dispatch to have him come up on twenty twenty seven is that what you want em to do.

9:00:41 — Indianapolis Control, Henderson Sector Radar: yeah we had em on west side of our airspace and they went into coast and ah don't have a track on em and now he's not talking to me so we don't know exactly what happened to him. We're trying to get a hold of him we also contacted your company so thanks for the help.

9:00:51 — AAL2493: all right.

[9:00:56 dual entries from NTSB transcript missing here]

9:01:50 — Indianapolis Control, Henderson Sector Radar Associate: over ride line beeping.

9:02:00 — Indianapolis Control, Henderson Sector Radar Associate: outside line ringing.

9:02:07 — AAL: American dispatch Jim McDonnel.

9:02:09 — Indianapolis Control, Henderson Sector Radar Associate: yeah this is indianapolis center we uh I don't know if I'm talking to the same guy about American 77.

9:02:13 — AAL: yeah I cell called him but I did not get a reply back from him.

9:02:17 — Indianapolis Control, Henderson Sector Radar Associate: we uh we lost track control of the guy he's in coast track but we haven't we don't where his target is and we can't get a hold of him um you guys tried him and no response.

9:02:26 — AAL: no response (background noise).

9:02:28 — Indianapolis Control, Henderson Sector Radar Associate: yeah we have no radar contact and uh no communications with him so if you guys could try again.

9:02:35 — AAL: we're doing it.

9:02:37 — Indianapolis Control, Henderson Sector Radar Associate: all right thanks a lot.

9:02:38 — AAL: we're doing it thank you.

9:03:07 — Indianapolis Control, Henderson Sector Radar: American 77 Indy. [1 second difference]

9:06:20 — Indianapolis Control: override line beeping.

9:06:21 — Indianapolis Control, Dacos Radar Associate: Falmouth Decos.

9:06:22 — Indianapolis Control, Henderson Sector Radar Associate: this is henderson American seventy seven do you guys have radar on him is he over falmouth or - .

9:06:25 — Indianapolis Control, Dacos Radar Associate: no we just moved the track there we never you know.

9:06:27 — Indianapolis Control, Henderson Sector Radar Associate: O.K. all right you just have the track out there.

9:06:29 — Indianapolis Control, Dacos Radar Associate: you guys never been able to raise him at all.

9:06:31 — Indianapolis Control, Henderson Sector Radar Associate: no we called company they can't even get a hold of him so there's no no uh no radio communications and no radar.

9:06:36 — Indianapolis Control, Dacos Radar Associate: and his last clearance as far as you know is on course to falmouth and then jay one thirty four right well we're just gonna treat him like non radar and we've already told the next sector they're gonna have to sterilize for him until we find out.

9:06:49 — Indianapolis Control, Henderson Sector Radar Associate: O.K. thanks.

9:06:50 — Indianapolis Control, Dacos Radar Associate: ID.

9:08:43 — Indianapolis Control, Henderson Sector Radar Associate: override line beeping.

9:08:54 — Indianapolis Control, Henderson Sector Radar Associate: line ringing.

9:09: 27: AAL: and it was a Boston-L.A. flight and 77 is a Dulles-L.A. flight and uh we've had an unconfirmed report a second airplane just flew into the World Trade Center.

9:09:00 — AAL: American dispatch Jim McDonnel.

9:09:02 — Indianapolis Control, Henderson Sector radar associate: Indianapolis Center did you get a hold of American 77 by chance?

9:09:05 — AAL: no sir but we have an unconfirmed report the second airplane hit the World Trade Center and exploded.

9:09:10 — Indianapolis Control, Henderson Sector Radar Associate: say again.

9:09:11 — AAL: you know we lost American eleven to a highjacking American was off . . . boston to los angeles flight.

9:09:17 — Indianapolis Control, Henderson Sector Radar Associate: it was all right i can't really I can't hear what you're saying there you said American eleven.

9:09:23 — AAL: yes we were hijacked.

9:09:25 — Indianapolis Control, Henderson Sector Radar Associate: and it — .

9:09:27 — AAL: and it was a Boston-L.A. flight and 77 is a Dulles-L.A. flight and uh we've had an unconfirmed report a second airplane just flew into the World Trade Center.

9:09:42 — Indianapolis Control, Henderson Sector Radar Associate: thank you very much good bye.

9:10:30 — Indianapolis Control, Henderson Sector Radar Associate: calls Indianapolis Control, Dacos Radar Associate line beeps.

9:10:32 — Indianapolis Control, Dacos Radar Associate: Indianapolis Control, Dacos.

9:10:34 — Indianapolis Control, Henderson Sector Radar Associate: all right this is Henderson there was an American eleven departed off of uh New York goinh to L.A. got hijacked American 77 departed off of Dulles is going to L.A. dispatch doesn't know where he's at and confirmed that two airplanes have been uh they crashed into uh the world trade center in New York so as far as American 77 we don't know where he is but they say uh American eleven was hijacked off of a new york airport going to lax and uh - .

9:11:07 — Indianapolis Control, Dacos PA: but we don't have a track on him.

9:11:07 — Indianapolis Control, Henderson Sector Radar Associate: affirmative.

9:11:10 — Indianapolis Control, Dacos Radar Associate: you mean like they just took off without a clearance.

9:11:13 — Indianapolis Control, Henderson Sector Radar Associate: no you mean American eleven.

9:11:14 — Indianapolis Control, Dacos Radar Associate: yep.

9:11:15 — Indianapolis Control, Henderson Sector Radar Associate: he he's depart well I guess he did because he was goin to L.A.

9:11:17 — Indianapolis Control, Dacos Radar Associate: but nobody ever tracked American eleven is what I'm asking.

9:11:20 — Indianapolis Control, Henderson Sector Radar Associate: don't know that I don't.

9:11:22 — Indianapolis Control, Dacos Radar Associate: oh O.K.

9:11:23 — Indianapolis Control, Henderson Sector Radar Associate: know just where he left from or uh.

9:11:25 — Indianapolis Control, Dacos Radar Associate: there's no flight plan in the machine right now and - .

9:11:28 — Indianapolis Control, Henderson Sector Radar Associate: yeah I just looked at that, too.

9:11:29 — Indianapolis Control, Dacos Radar Associate: I'm.

9:11:30 — Indianapolis Control, Henderson Sector Radar Associate: as far as what we know that's that's all we know I talked to dispatch and that's what they relayed and they confirmed it here that I guess two airplanes about crashed into the the trade center.

9:11:37 — Indianapolis Control, Dacos Radar Associate: huh?

9:11:39 — Indianapolis Control, Henderson Sector Radar Associate: all right.

9:11:40 — Indianapolis Control, Dacos Radar Associate: oh.

9:11:40 — Indianapolis Control, Dacos Radar Associate: oh.

9:13:54 — Indianapolis Control, Henderson Sector Radar Associate: override line beeping.

9:14:04 — Indianapolis Control, Henderson Sector Radar Associate: line ringing.

9:14:37 — AAL: American dispatch Jim McDonnel.

9:14:39 — Indianapolis Control, Henderson Sector Radar Associate: Indy center here.

9:14:40 — AAL: yes sir.

9:14:42 — Indianapolis Control, Henderson Sector Radar Associate: American eleven you guys said he departed off of uh New York.

9:14:45 — AAL: Boston.

9:14:46 — Indianapolis Control, Henderson Sector Radar Associate: Boston he was going to L.A. and it was a hijacked airplane.

9:14:49 — AAL: yes.

9:14:50 — Indianapolis Control, Henderson Sector Radar Associate: and you have you heard anything from American 77.

9:14:52 — AAL: no.

9:14:52 — Indianapolis Control, Henderson Sector Radar Associate: O.K. and if.

9:14:53 — AAL: I talked to a winder in the center up there and I gave em them the information I got.

9:14:55 — Indianapolis Control, Henderson Sector Radar Associate: O.K. thanks a lot.

9:14:56 — AAL: O.K.

9:14:57 — Indianapolis Control, Henderson Sector Radar Associate: all right.

[Robin Hordon]

To ALL...

If 9/11 was an inside deal it HAD to be pulled off by Rummie's military and within several differing agencies and departments within the military itself. When focusing on the "airliner" part of 9/11, Rummie had only one major problem because he could manage to do anything he wanted within the confines of the various military facilities and personnel. [For example: he got NORAD or someone to schedule all of those excercises that day so as to establish some "plausible deniability" that could be convincing to the public when they asked: "why didn't you shoot them down/".] Similar examples of "plausible deniability" are established all over this event.

Here's Rummie's achilles heels....

CIVILIANS...

CIVILIAN EMPLOYEES...they are what Rummie couldn't control, mislead or prevent from doing their job...CIVILIANS!

What to do with the CIVILIAN air traffic conroller system was his problem...because the CIVILIANS are trained to do what they do. A CIVILIAN controller's normal activities are not subject to censure except in a few cases, in fact, if CIVILIAN controllers were to succssfully execute a "save" bringing kudos and great press to the FAA, then the FAA runs with it to pat themselves on the back and they "highlight" the controller teams.

How did Rumie pull this off?

Most know that in June of 2001 Rummie changed the decades old protocols for ADC/NORAD intercept procedures so that the CIVILIAN FAA personell had to first get some form of notification or approval from Rummie's Pentagon or other Military BEFORE the CIVILIAN control staff could reach out immediately to get some action going from ADC/NORAD...ie: scramble some aircraft. Prior to June 2001, the front line CIVILIAN air traffic controller was the first to begin any "save sequence" because he or she would be the first to see or hear about emergencies or troubles in the air [usually just after the piloting crew...but not always].

A short aside here...

[[[ I have heard that the scrambles were on a normal pace up until June 2001 and that the scrambles were significantly "slowed or stopped" after June 2001. Maybe somebody has records about this. In any event, there were now three months of a new frequency of scrambles between June and September 2001 which, again, sets up more "plausible deniabilities" for Rummie's Military.

Saying it a bit differently, Rummie could now say: "Hey it's now normal ops to wait to scramble"...or..."We were rusty and slow because it we hadn't scrambled for CIVILIAN aircraft that much lately." ...then add the coincidental? military excercises..."We had five excercises operating that day."...and the public would buy all of these "stories" as being plausible excuses for NORAD's failure to protect.]]]

Back to procedure...

Therefore, the CIVILIAN controller and the immediate supervisor would be the "trigger" for subsequent "save" activities which, in layman's terms, means that the CIVILIAN radar controller would first VERBALLY notify his/her supervisor who is usually sitting 5-15 feet away, and then IMMEDIATELY reach out to ADC/NORAD observer/controller to point out the troubled aircraft, or to ask help in "seeing" the aircraft if the controller had lost radar contact with it. The Pentagon was not in this call sequence...

This is an important fact for y'all to know...

There are simple direct and open line "push button type" communications capabilities right at the CIVILIAN controller's fingertips at the sector...no red tape no dial up needed...just push a tiny button and TALK!...one second elapsed time...

continuing...and restating...

Before June 2001 there was no requirement for the FAA to reach out to the "PENTAGON" or any other military facility BEFORE reaching out to the ADC/NORAD active radar controller/observer inside NORAD's Facilities...I think that it NEADS in this case...

BTW...the word observer is a better descriptor for the NORAD radar personnel in these matters because they observe aircraft most of the time and only "control" their military aircraft when needed...NOT a put down here. In this entire scenario its good to have some distinctions between the different facilities and aviation related missions and personnel.

Offering a "piloting" example of a third party communication in an emergency:

Putting Rummie's military in between a CIVILIAN controller and an ADC/NORAD controller/observer to ask permission to scramble aircraft to help out in an airbourne emergency would be like a pilot loosing an engine in a Navajo and getting on the radio and calling the Piper Aircraft corporation to ask if its OK to feather the prop, switch off the fuel to the engine, and to trim up the craft, or to do anything else that I'm probably forgetting right now.

WE ALL KNOW THIS...Emergencies happen NOW...and not at the end of supervisory red tape phone calls or lengthy protocols.

Rummie's troubles...

Well, Rummie KNEW what the CIVILIAN controllers would do with the hijackings on 9/11 if things weren't changed...they would get fighters airboure IMMEDIATELY. PERIOD!

Game over, no crashes, no war, no nuthin for his department, nuthin for his president, nuthin for his rich friends who make military gadgets.

Hence, he HAD TO put the Pentagon in between the FAA and the NORAD teams with this change of protocols..

Now, I think that I heard some testimony somewhere that states that the Pentagon/Liason group did not pick up the calls from ZBW who were frantically seeking permission to scramble fighters fter AA11 was in trouble...I don't have copies of this...yet. I also heard that the fighters may have finally been scrambled by the supervisory personnel at ZBW because the ZBW guys KNEW what was supposed to happen as it had always happened before June 2001...and that they were pissed off that Rummie's Military didn't pick up the phone...and that eventually they OVERRODE the new protocol. Again, I remember the testimony, but I don't have any hard copy.

Its worth to remember hat Rummie's Military HAD to not answer the FAA's frantic calls because all of the aircraft had not been hijacked yet...sooooo....Rummie's Military had to burn as much time as they possibly could. In a wierd way, I think that the ZBW supervisory team almost blew the whole deal by the above mentioned OVERRIDE of the pentagon...not sure...just thinkin? This may be a "plausible" reason for the Otis fighters being sent on "whale watch" south of Long Island...aka...Rummie's "plant" inside NEADS had some fighters that he didn't plan for...ahhh, what to do?

Folks may not notice this but, most of the calls between CIVILIAN and Rummie's Military facilities have been separated into only two types: "FORMAL NOTIFICATION"...and "open party lines between everybody"...BTW...the latter being a handy way to get everyone on an unrecorded line...

Few calls are shown as "direct communications" between the CIVILIAN controllers and the NORAD radar observers...which I believe is what happened. HMMMM?

And, as this thread points out, there are indeed "some" direct communications between pilots, controllers, and facilities shown in the transcripts...SOME direct communications...the ones they want us to read.

The incidious thing about Rummie's Military distinguishing communications as being "formal notifications" to NORAD by the FAA is a not-so-clever way for NORAD/Rummie's Military to have more "plausible deniability" and wiggle-room excuses about late notification by the FAA.

Part of the above view certainly has enabled the creation of the three different scenarios that Rummie's NORAD and Military pesented to the 9/11 O'mission. Rummie's Military kept working over thier self imposed "fog" of varying communication and response times until they finally created a sequence that has "plausibly denied" the new ABNORMAL INTERCEPT PROTOCOL sequences that I have noted in this writing. The result of this is that the FAA is now being identified as THE "negligent" links in the chain of this 9/11 fiasco...and NOT Rummie's Military...pretty smooth set-up I'd say...

BTW...the FAA has never been, never will be, and was not perfect on 9/11...so, don't think that I'm whoring for that group either...my country is in trouble...but just for a while!

Again,I postulate, and my "inside infromation" informs, that the first communications about AA11 to ADC/NORAD were well before the "formal" communications which conformed with Rummie's new protocol and which have been made public.

OK...moving on...

Now, the only information left for Rummie to "control would be found in the "sector tapes" at ZBW and any other FAA CIVILIAN facility involved, and...the direct face-to-face conversations and interviews with the CIVILIAN air traffic controllers working the aircraft, sectors and support positions that day. Have I mentioned the concept of "CIVILIAN" yet?

Now, if you do not know, not only has the FBI/FAA has not releasd all of the pertinent tapes...for understandible reasons...BUT, just recently, The Bush Regime, and its "whorecongress", passed legislation eliminating a federal employee's first amendment rights of free speech IF they become a whistleblower about something improper or illegal going on in their workplace. They can loose their jobs and retirements. HMMMM?

RIGHT HERE AND NOW...you can feel free to call me paranoid because...although Rummie/FAA/FBI has the FAA sector tapes...he didn't have the ZBW and other CIVILIAN controller's voices if one were to become a "whistleblower"!

The Bush Regime passed legislation "specifically" to further shut up the ZBW, other CIVILIAN air traffic controllers, and many other federal employees involved with 9/11...and now he has control of ALL their voices. Mission accomplished!

I trust that we all know that the CIVILIAN controllers have been instructed to "not discuss" anything about 9/11 anyway...the "whistleblower" thing is representing a different process and higher level of censurship...

Love, Peace and Progress...

Robin Hordon