The loonies have broken the 9/11 conspiracy!
[This wondrous essay appeared on the newsgroup rec.aviation.military. Perhaps I'm a bit of an innocent when it comes to black helicopters and similar threats against humanity, but I just had to get down on my knees in admiration for a mind that could spin such fantasies. To my even greater delight, it was attributed to Carol A. Valentine, who describes herself ) as Curator, Waco Holocaust Electronic Museum. No offense to the good people of Waco, or to those who died in Janet Reno's misguided storming of the Branch Davidian compound, but I think it's absolutely delicious that there should be a "Holocaust Electronic Museum" with such an evocative name. Wacko, indeed! -- Dan Ford]
February 23, 2002 -- Those of us who have been watching know Operation 911 was an inside job, pulled off by remote controlled aircraft. We also know that the military organization responsible for protecting American skies --- the North American Aerospace Defense Command (NORAD) -- did not show up on September 11, leaving the skies wide open for the remote controlled jets to work their deadly havoc.
Some will tell you the world is full of coincidences. Here is one for the books. The very people who left the American skies open for the 9-11 attack -- NORAD -- are among the world's leading experts on remote controlled aircraft.
NORAD personnel had the means to send those planes to attack. And NORAD created the opportunity for those planes to attack. This elevates NORAD to Suspect Number One.
Yes, NORAD trigger men, traitors, may have guided the "suicide jets" on September 11. The dog we bought to guard the hen house may well have taken the day off and killed the chickens.
NORAD is the military organization formed by treaty between the U.S. and Canada to monitor and defend North American skies against enemy aircraft, missiles, and space vehicles. In the US, NORAD has an agreement with the Federal Aviation Administration to cooperate in emergency civil aviation situations when aircraft go off course or are hijacked.... [It's a habit of conspiracy buffs to weigh down their tracts with irrelevant citations. I've omitted them. -- DF]
Since 1959, NORAD personnel have been installing remote control units in a variety of aircraft and remotely controlling those aircraft in sophisticated aeronautical maneuvers, including combat practice. See "Thwarting skyjackings from the ground," written by Alan Staats for Facsnet, and posted on October 2, 2001....:
"Controlling the aircraft from the ground is nothing new. The military has been flying obsolete high performance fighter aircraft as target drones since the 1950s. In fact, NORAD (the North American Air Defense Command) had at its disposal a number of U.S. Air Force General Dynamics F-106 Delta Dart fighter aircraft configured to be remotely flown into combat as early as 1959 under the auspices of a program known as SAGE. These aircraft could be started, taxied, taken off, flown into combat, fight, and return to a landing entirely by remote control, with the only human intervention needed being to fuel and re-arm them.".... [Curious, then, that we sent all those brave pilots into harm's way during the Vietnam War, Desert Storm, and Afghanistan! -- DF]
Given over 40 years of institutional experience, flying remotely controlled "suicide" jets into the World Trade Center towers would have been a piece of cake for NORAD. This information puts NORAD's failure to protect our skies on September 11, 2001 in a new light.
Transponders are receiver/transmitter devices installed on planes for the purpose of tracking their location. Sometimes called "secondary radar," transponders tell Air Traffic Control the latitude, longitude, altitude, and speed of the aircraft as well as the plane's identification, airline and flight number. [Oops! A transponder isn't radar but a target for it, and transponders don't transmit your lat/lon or airspeed. -- DF]
Compare transponders with conventional, or "primary radar," which detects distant objects and determines their position, velocity, and other characteristics by analysis of very high frequency radio waves reflected from the surface of the aircraft. Conventional radar shows the latitude and longitude of the aircraft, but, unlike transponders, will not reveal the airline, flight number, nor altitude of the aircraft.
For years air traffic controllers have relied on conventional radar, and it still works. One experienced pilot I interviewed told me that on several occasions he was flying aircraft when the transponder failed. Air Traffic Control simply located his position with conventional radar, no problem.....
Many Americans I have spoken to believe that NORAD failed to do its job on September 11 because the "suicide pilots" turned off the transponders in each of the four planes. NORAD was thus unable to find the location of the aircraft and consequently could not intercept them, they say.
Think about it. NORAD's job is to protect us from enemy bombers and missiles sent over our skies by foreign powers. Would those foreign powers be considerate enough to put transponders on their bombers and missiles so NORAD could locate them and shoot them down? Of course not. NORAD is expected to find unidentified flying objects without transponders....
Transponders help to filter out all identifiable aircraft for NORAD and allow them to focus on those craft that are unidentified. An aircraft flying without a transponder gets special attention. NORAD must have known when each of the transponders in the four "suicide" jets was turned off, and must have known immediately. At all times, NORAD must have known the location of each of the four planes....
Before we go any further, let us consider the implications of the so-called hijackers/suicide pilots turning off the transponders. If the "hijackers" knew enough about transponders to shut them off, they surely must have known the aircraft could be tracked and located by conventional radar. Why, then, did the "hijackers" turn off the transponders? There's a question to ponder.
Put in other words, why did the suicide pilots want to keep the name of the airline, the flight number, the altitude, and the speed of the aircraft a secret, even though the latitude and longitude of the aircraft could not be kept secret? Turning off the transponders would not have helped the mission if NORAD was doing its job. The suicide pilots would have known NORAD would not be fooled by the trick.
Those who want to pursue the War on Islam of course want to sustain the lie that Muslim suicide pilots were responsible for 9-11. They want to keep the real trigger men -- the men working under the NORAD cover -- hidden from public view.
So public attention must be deflected from NORAD's culpability and focused on the FAA and the failure of "the system." Top FAA executives and the FAA/NORAD liaison people were of course involved and could give us information. Their failure to speak is either a sign that they have been ordered to shut their mouths for the sake of "national security" or a testament to some other complicity.
While reading the following, notice the varied nature of the diversionary "what did the FAA know and when did they know it and when did they tell NORAD what they knew" controversy. You will notice that no one mentions NORAD's access to radar, nor a description of what NORAD could see. (Further discussion of this topic in Part II.) Instead there is constant fudging about radar data in general and a pretense that there is no cold, objective evidence that can be examined to tell us what really happened that day.
The first plane to hit the WTC, American Flight 11, left Boston's Logan Airport at 7:59 a.m. bound for Los Angeles. In its story "The nation reels," published on September 12, 2001, The Christian Science Monitor says of Flight 11: "Shortly afterward, as aircraft (sic) was making its turn toward New York City, the plane's transponder was turned off. With its transponder off, its altitude became a matter of guesswork for the controllers, although the plane was still visible on radar ..."
Nice that the civilian conventional radar system was mentioned, but note that there is no mention of the mission and capabilities of NORAD. As the Canadian government tells us, " . . . NORAD uses a network of ground-based radars, sensors and fighter jets to detect, intercept and, if necessary, engage any threats to the continent."
United Flight 175 left Boston's Logan Airport at 7:58 a.m., headed for Los Angeles. At 9:06 a.m., it was the second plane to hit the WTC. United Airlines released a press statement that day. Referring the Flight 175, the press statement contains this sentence: "Last radar contact with the aircraft was between Newark, NJ, and Philadelphia, PA."
Yet we know Flight 175 continued on to New York and hit the south tower of the WTC. United could have said that the transponder was turned off, and included the information that the plane was still being tracked by conventional radar. Instead, United gave the impression that the craft was not visible on radar "between Newark, NJ and Philadelphia, PA," and was never seen on radar again. How is that possible? And of course no mention of NORAD.
Let's turn now to the Washington Post, one of the nation's loudest cheerleaders for the War on Islam. See "Pentagon Crash Highlights a Radar Gap," (November 3, 2001), covering Flight 77.... American Airlines Flight 77 left Dulles Airport near Washington, D.C. at 8:10 a.m. and hit the Pentagon at 9:40. a.m. The Post states it disappeared from radar screens at 8:50 a.m., when the "hijackers" turned off the transponder. But now the Post turns attention to the FAA's ability to track the plane with conventional radar.
"The answers to the mystery of the aircraft's disappearance begin with the fact that hijacking took place in an area served by only one type of radar, FAA officials confirmed ..."
The article goes on to say that "the radar installation near Parkersburg, W.Va., was built with only secondary radar -- called 'beacon-only' radar. That left the controllers monitoring Flight 77 at the Indianapolis center blind when the hijackers apparently switched off the aircraft's transponder."
Later we shall see that when Gen. Ralph Eberhart, commander of NORAD, testified before the Senate Armed Services Committee on October 25, other facts/factoids were asserted concerning Flight 77's path. Sen. Levin stated that Flight 77 was seen on radar, over West Virginia, heading east, at 8:55 a.m. Gen. Eberhart did not dispute those facts/factoids. See "Sen. Levin Told To Ask The FAA." But let's use this facts/factoids for the moment in making this analysis:
Flight 77's transponder was turned off at 8:56 a.m., eleven minutes after Flight 11 had hit the first tower of the WTC. Before Flight 11 crashed, its transponder had been turned off. The non-working transponder on Flight 77 should have been a warning of another impending disaster. When Flight 77's transponder was turned off, its location was as clear as a bell. Using mathematical calculations, it should have been easy for the FAA to estimate a range for its probable location. And remember, NORAD would have this information in real time. Flight 77 should have been easy to intercept. Instead, Flight 77 was allowed to meander around the country for 45 minutes, unsupervised....
The Washington Post of course neglects to mention that NORAD did not need transponders to track that plane; but the Washington Post was not yet through with muddying the waters and diverting attention from NORAD.
"In the case of American Flight 77, it is unclear whether additional warning time would have changed anything. Military jets were scrambled after controllers became aware of the hijacked aircraft, but the fighters could not get to the Washington area in time," says the Post.
That's a dumb lie, even for the Washington Post. Andrews Air Force Base, home of Air Force One, is just 10 miles from Washington D.C. How long would it take for Andrews jets, capable of flying at twice the speed of sound, to get over Washington D.C./Pentagon airspace?
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