Who is responsible for the 9/11 attacks?

Who is responsible for the 9/11 attacks?


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"The protocols in place on 9/11 for the FAA and NORAD to respond to a hijacking presumed that

* The hijacked aircraft would be readily identifiable and would not attempt to disappear;
* There would be time to address the problem through the appropriate FAA and NORAD chains of command; and
* Hijacking would take the traditional form: that is, it would not be a suicide hijacking designed to convert the aircraft into a guided missile.

The threat of attack from the air within the United States was so small that the country was protected with only 14 fighter jets on ready and on alert -- two a piece, spread out across seven Air Force bases nationwide, including two at Otis Air National Guard Base on Cape Cod in Massachusetts and two at Langley Air Force base in Hampton, Virginia. Otis is located 150 miles from New York City, and Langley Air Force Base is 130 miles south of Washington, D.C."--Debunking 9/11 myths

North America is surrounded by an area called the Air Defense Identification Zone (ADIZ), which is jointly administered by the United States (US) and Canada. This area, which is almost exclusively over water, serves as a national defence boundary for air traffic, as a sort of "buffer zone". Any aircraft that wishes to fly in or through the boundary must file either a Defence Visual Flight Rules (DVFR) flight plan or an Instrument Flight Rules (IFR) flight plan before crossing the ADIZ. The pilot must have a transponder and a two-way radio while approaching and crossing the ADIZ. In the US, the Federal Aviation Authority (FAA) handles these requests; Transport Canada handles Canadian requests. Any aircraft flying in these zones without authorization may be identified as a threat and treated as enemy military aircraft.

ADIZ Link.

The North American Aerospace Defense Command (NORAD) is responsible for the intercept of aircraft inside the ADIZ. However, as it is the FAA and Transport Canada that handle the ADIZ clearances, a request for intercept from one of these agencies precedes any action by NORAD against civilian aircraft. NORAD do not, and never have, directly monitored air traffic inside the ADIZ themselves.

The hijackings on September 11 occurred within the North East Air Defense Sector (NEADS). The NEADS mission normally had four interceptor aircraft on duty at any given time – 2 at Otis Air National Guard Base (ANGB) in Massachusetts, and 2 at Langley Air Force Base (AFB), Virginia.

None of the aircraft hijacked on September 11 entered the ADIZ. Prior to September 11, there was no formal system in place for military intercepts of civilian aircraft outside the ADIZ. In the 10 years prior to September 2001 there was only one instance in which military aircraft were involved in an intercept of a civilian aircraft outside the ADIZ -- Payne Stewart's jet.

Now lets look at the individual Aircraft.

From the 9-11 commission report

***Flight 11 --- The plane took off at 7:59. Just before 8:14, it had climbed to 26,000 feet, not quite its initial assigned cruising altitude of 29,000 feet. All communications and flight profile data were normal. About this time the "Fasten Seatbelt" sign would usually have been turned off and the flight attendants would have begun preparing for cabin service.23

At that same time, American 11 had its last routine communication with the ground when it acknowledged navigational instructions from the FAA's air traffic control (ATC) center in Boston. Sixteen seconds after that transmis-sion, ATC instructed the aircraft's pilots to climb to 35,000 feet. That message and all subsequent attempts to contact the flight were not acknowledged. From this and other evidence, we believe the hijacking began at 8:14 or shortly thereafter.24

At 8:46:40, American 11 crashed into the North Tower of the World Trade Center in New York City.39

The difference between those times is about 32 minutes but since the FAA didn't contact NORAD at that time we will have to dig deeper to find out how much of a reaction time NORAD actually had.

The Boston FAA Center did not follow the protocol in seeking military assistance through the prescribed chain of command. In addition to notifications within the FAA, Boston Center took the initiative, at 8:34, to contact the military through the FAA's Cape Cod facility. The center also tried to contact a former alert site in Atlantic City, unaware it had been phased out. At 8:37:52, Boston Center reached NEADS. This was the first notification received by the military-at any level-that American 11 had been hijacked.

NEADS ordered to battle stations the two F-15 alert aircraft at Otis Air Force Base in Falmouth, Massachusetts, 153 miles away from New York City. The air defense of America began with this call.

The F-15 fighters were scrambled at 8:46 from Otis Air Force Base. But NEADS did not know where to send the alert fighter aircraft, and the officer directing the fighters pressed for more information: "I don't know where I'm scrambling these guys to. I need a direction, a destination." Because the hijackers had turned off the plane's transponder, NEADS personnel spent the next minutes searching their radar scopes for the primary radar return. American 11 struck the North Tower at 8:46. Shortly after 8:50, while NEADS personnel were still trying to locate the flight, word reached them that a plane had hit the World Trade Center.119
Radar data show the Otis fighters were airborne at 8:53. Lacking a target, they were vectored toward military-controlled airspace off the Long Island coast. To avoid New York area air traffic and uncertain about what to do, the fighters were brought down to military airspace to "hold as needed. "From 9:09 to 9:13, the Otis fighters stayed in this holding pattern.

The fighters were scrambled at around the same time that Flight 11 struck the WTC. It was impossible for them to intercept that airliner.
 
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Continued:

***Flight 175 --- Before describing this flight, make note that the FAA was still looking for Flight 11 and was receiving numerous reports that an aircraft has struck the WTC. The same flight controller responsible for Flight 11 was also responsible for flight 175.

At 8:51, the controller noticed the transponder change from United 175 and tried to contact the aircraft. There was no response. Beginning at 8:52, the controller made repeated attempts to reach the crew of United 175. Still no response. The controller checked his radio equipment and contacted another controller at 8:53, saying that "we may have a hijack" and that he could not find the aircraft.

At about 8:55, the controller in charge notified a New York Center manager that she believed United 175 had also been hijacked. The manager tried to notify the regional managers and was told that they were discussing a hijacked aircraft (presumably American 11) and refused to be disturbed. At 8:58, the New York Center controller searching for United 175 told another New York controller "we might have a hijack over here, two of them."127

Between 9:01 and 9:02, a manager from New York Center told the Command Center in Herndon:

Manager, New York Center: We have several situations going on here. It's escalating big, big time. We need to get the military involved with us.. . . We're, we're involved with something else, we have other aircraft that may have a similar situation going on here.128

The "other aircraft" referred to by New York Center was United 175. Evidence indicates that this conversation was the only notice received by either FAA headquarters or the Herndon Command Center prior to the second crash that there had been a second hijacking.

While the Command Center was told about this "other aircraft" at 9:01, New York Center contacted New York terminal approach control and asked for help in locating United 175.

At 9:03 Flight 175 crashed into the WTC.

The first indication that the NORAD air defenders had of the second hijacked aircraft, United 175, came in a phone call from New York Center to NEADS at 9:03.The notice came at about the time the plane was hitting the South Tower.134

Another impossible intercept.

***Flight 77 --- NORAD first heard nothing about the search for American 77. Instead, the NEADS air defenders heard renewed reports about a plane that no longer existed: American 11.

At the suggestion of the Boston Center's military liaison, NEADS contacted the FAA's Washington Center to ask about American 11. In the course of the conversation, a Washington Center manager informed NEADS: "We're looking-we also lost American 77."The time was 9:34.151

Flight 77 Crashed into the Pentagon at 9:37:44

So the time from NEADS notification about Flight 77 to the time it crashed was about 3 to just under 4 minutes.
At the time of the crash The Langley fighters were about 150 miles away

Now, lets look at the flight.

At 08:54 EDT, American Airlines Flight 77 began to deviate from its normal, assigned flight path and turned south.

By 08:56 EDT, the flight was turned around, and the transponder had been disabled.

Flight77.jpg


Notice how far the plane was from the Pentagon.

A good pilot would have had plenty of time to decrease the altitude and strike the pentagon straight from there.

Instead at about 3.5 miles away from the Pentagon the plane was still at about 7000ft. The plane then began a 330 degree turn which was completed well before the Pentagon. This directly contradicts evidence stating how difficult the turn was.

Flight77pt2.jpg


At the end of the turn, the plane was about 4 miles southwest of the Pentagon at an altitude of about 2000ft.

Power was then increased to near maximum and the nose was pitched down.

The plane accelerated until the impact which was about 9:37

http://www.gwu.edu/~nsarchiv/NSAEBB/NSAEBB196/doc02.pdf

To put this into perspective, remember that The pilot (Hanjour), wasn't trying to duplicate a path he had already taken like the people who are criticizing the path -- He was simply trying to hit the Pentagon. Conspiracy Theorists try to point out that a plane couldn't make the turn at over 500 mph but, they like to leave out that the aircraft didn't fully accelerate until the plane had completed the turn.

***Flight 93 ---
At 9:27, after having been in the air for 45 minutes, United 93 acknowledged a transmission from the Cleveland Center controller. This was the last normal contact the FAA had with the flight.157

Less than a minute later, the Cleveland controller and the pilots of aircraft in the vicinity heard "a radio transmission of unintelligible sounds of possible screaming or a struggle from an unknown origin."158

The controller responded, seconds later: "Somebody call Cleveland? "This was followed by a second radio transmission, with sounds of screaming. The Cleveland Center controllers began to try to identify the possible source of the transmissions, and noticed that United 93 had descended some 700 feet. The controller attempted again to raise United 93 several times, with no response. At 9:30, the controller began to poll the other flights on his frequency to determine if they had heard the screaming; several said they had.159

At 9:32, a third radio transmission came over the frequency: "Keep remaining sitting. We have a bomb on board." The controller understood, but chose to respond: "Calling Cleveland Center, you're unreadable. Say again, slowly." He notified his supervisor, who passed the notice up the chain of command. By 9:34, word of the hijacking had reached FAA headquarters.160

From 9:34 to 10:08, a Command Center facility manager provided frequent updates to Acting Deputy Administrator Monte Belger and other executives at FAA headquarters as United 93 headed toward Washington, D.C. At 9:41, Cleveland Center lost United 93's transponder signal. The controller located it on primary radar, matched its position with visual sightings from other aircraft, and tracked the flight as it turned east, then south.164

At 9:42, the Command Center learned from news reports that a plane had struck the Pentagon. The Command Center's national operations manager, Ben Sliney, ordered all FAA facilities to instruct all aircraft to land at the nearest airport. This was an unprecedented order. The air traffic control system handled it with great skill, as about 4,500 commercial and general aviation aircraft soon landed without incident.165

At 9:46 the Command Center updated FAA headquarters that United 93 was now "twenty-nine minutes out of Washington, D.C."

At 9:49, 13 minutes after Cleveland Center had asked about getting military help, the Command Center suggested that someone at headquarters should decide whether to request military assistance.

At 9:53, FAA headquarters informed the Command Center that the deputy director for air traffic services was talking to Monte Belger about scrambling aircraft. Then the Command Center informed headquarters that controllers had lost track of United 93 over the Pittsburgh area. Within seconds, the Command Center received a visual report from another aircraft, and informed headquarters that the aircraft was 20 miles northwest of Johnstown. United 93 was spotted by another aircraft, and, at 10:01, the Command Center advised FAA headquarters that one of the aircraft had seen United 93 "waving his wings." The aircraft had witnessed the hijackers' efforts to defeat the passengers' counterattack.167

United 93 crashed in Pennsylvania at 10:03:11, 125 miles from Washington, D.C. The precise crash time has been the subject of some dispute. The 10:03:11 impact time is supported by previous National Transportation Safety Board analysis and by evidence from the Commission staff's analysis of radar, the flight data recorder, the cockpit voice recorder, infrared satellite data, and air traffic control transmissions.168

The aircraft that spotted the "black smoke" was the same unarmed Air National Guard cargo plane that had seen American 77 crash into the Pentagon 27 minutes earlier. It had resumed its flight to Minnesota and saw the smoke from the crash of United 93, less than two minutes after the plane went down. At 10:17, the Command Center advised headquarters of its conclusion that United 93 had indeed crashed.170

Despite the discussions about military assistance, no one from FAA headquarters requested military assistance regarding United 93. Nor did any manager at FAA headquarters pass any of the information it had about United 93 to the military.

NEADS first received a call about United 93 from the military liaison at Cleveland Center at 10:07. Unaware that the aircraft had already crashed, Cleveland passed to NEADS the aircraft's last known latitude and longitude. NEADS was never able to locate United 93 on radar because it was already in the ground.171

Intercept was not possible without a time machine.
 
Now that I have just a bit of time to write more.....

Just imagine if you will, ....
That you are a RADAR operator at Andrews Air Base on 9/11/2001
OK, without ANY sort of input about what the hijackers wanted or implemented as tactics,
and even without any news about what was going on in Manhattan at the time.

Your RADAR screen shows an aircraft without transponder signal (that is a UFO) on a course headed for the RESTRICTED AIR SPACE around the CAPITAL.

What do you do?


~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
Your tax dollars at work
a DEFENSE DEPARTMENT that fails to defend even its own HQ!
 
"its just not worth it"

HUH? What does that mean, U are out of ideas to express?
or?

Izat an excuse to attempt to kill this thread?

What?

U can't respond ....

or U really don't want to because deep down inside U understand that the emperor really is naked!
 
In WW2 the US were reading and understanding the Japanese coded communications. They knew Pearl Harbour was going to be attacked but they did not warn the commander of the US Fleet. Why, because the US wanted to join WW2 for financial gain but the US public were not at the time in favour of joining a European war.

On 9/11 the US Government wanted support to spend a trillion dollars attacking Iraq to steal the oil but they knew that as a reason for going to war stealing the oil would not win support so they were complicit in bringing down the twin towers.

And judging by many of the posts it worked a treat in getting people into a frenzy of patriotism where reason flew out of the window.

This was debated for an hour in the Japanese Parliament recently.

It is the subject of many films but the latest is called Zero and is doing the rounds now.

There is a huge lobby that does not accept the US administration version of events because it smells like a fit-up, it looks alike a fit-up and ass such it is probably a fit-up.

The adminstration's attempt to stop and then hinder an inquiry does not make them look good either.
 
In WW2 the US were reading and understanding the Japanese coded communications. They knew Pearl Harbour was going to be attacked but they did not warn the commander of the US Fleet. Why, because the US wanted to join WW2 for financial gain but the US public were not at the time in favour of joining a European war.

Uhm. WRONG.

In order to believe that Roosevelt knew about the coming Pearl Harbor attack but kept mum, you have to believe he had better information than any of his subordinates in the government or the military--information that since has been destroyed, since no one has been able to find it. Moreover, you have to believe that Roosevelt was willing to sacrifice most of the Pacific fleet, and possibly one of the most important American naval bases in the Pacific, probably crippling American operations against Japan for the next two years (by which time the Japanese would likely have taken over the Pacific and begun operations against the American West Coast) in order to gain public support for a measure the public already supported by a two-to-one margin.

In September, a poll showed 67 percent of the American public felt the United States should risk war rather than allow Japan to grow more powerful; 70 percent felt the United States should risk war with Germany. Many in Roosevelt's cabinet and the press felt that the President would have no difficulty in getting a declaration of war against Japan following the breakdown in peace negotiations in late November.

And yes, we had broken codes, but they were diplomatic codes. The Japanes were not in the habit of telling their diplomats details of an attack. All we knew was that they were planning one in the Pacific (which is massive I might add). It was thought it would come in the Phillipeans, or the East Indies.

Add to that, this rumor started immediately after the bombing, and it became a campaign issue in 1944, but it went nowhere because it was not true. Marshall gave evidence to disprove it, as showed above.
 
The US also nuked Japan when Japan was suing for peace.

This was done as a show of strength to the soviets.

The US made films portraying the native Americans as the bad guys

It makes films casting the US as heroes in place of the real heroes eg the discovery of the Enigma coding machine.

Most US citizens are so incapabale of seeing bad in their Government that even genocide has to be given the apple pie treatment to make it palatable.

The storming of the Omaha beaches had the black soldiers removed for the film version to make it nice and easy on the WASPs

So the fact that you struggle to believe that the US Government was complicit in Pearl Harbour and 9/11 is completely in keepiong with US naievety.

Oil men, running out of oil killed a few Americans (expendable, collateral) to get US citsizens supporting them in stealing oil to make themselves richer.

And sadly it is at your expense too.
 
The US also nuked Japan when Japan was suing for peace.

This was done as a show of strength to the soviets.

The US made films portraying the native Americans as the bad guys

It makes films casting the US as heroes in place of the real heroes eg the discovery of the Enigma coding machine.

Most US citizens are so incapabale of seeing bad in their Government that even genocide has to be given the apple pie treatment to make it palatable.

The storming of the Omaha beaches had the black soldiers removed for the film version to make it nice and easy on the WASPs

So the fact that you struggle to believe that the US Government was complicit in Pearl Harbour and 9/11 is completely in keepiong with US naievety.

Oil men, running out of oil killed a few Americans (expendable, collateral) to get US citsizens supporting them in stealing oil to make themselves richer.

And sadly it is at your expense too.


Guess you do not want to address actual facts that were raised in response to your anti-US government rant?

Do you deny what I posted is true?
 
It is widely accepted that the US Government knew Pearl Harbour was going to happen.
Pretty much every thing you say is wrong but it will divert attention from trhe far more interesting and incendiary subject of 9/11 where the US clearly were involved and the evidence is current.

If only they had made the twin towers out of passprt card or Pentagon bricks eh?
 
It is widely accepted that the US Government knew Pearl Harbour was going to happen.
Pretty much every thing you say is wrong but it will divert attention from trhe far more interesting and incendiary subject of 9/11 where the US clearly were involved and the evidence is current.

If only they had made the twin towers out of passprt card or Pentagon bricks eh?

Widely accepted by whack job conspiracy people who ignore the evidence. We knew an attack was coming in the Pacific. Not on Pearl Harbor, in fact that would have been one of the least likely targets given that information. Guess you can read into that though however you want.

Basically I showed you evidence you show your point wrong, and you responded with "well the US has had a history of racism." After that, you then just say it is "widely accepted", which it is not. Sorry to disappoint.

Well, I suppose that solves it. US has been racist before so obviously the government knew about Pearl Harbor. Give me a break.

Your claims about 9/11 also have no bearing on Pearl Harbor information.
 
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