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Nov 08

The Repeatedly Delayed Responses of the Pentagon Command Center on 9/11

November 7, 2010
Shoestring911′s Blog

The National Military Command Center (NMCC) is the most secure part of the Pentagon and, at the time of the 9/11 attacks, was “the focal point within [the] Department of Defense for providing assistance” to law enforcement efforts in response to aircraft hijackings in U.S. airspace, according to military instructions. [1] In response to the attacks on New York and Washington, the job of the NMCC, according to the 9/11 Commission, was “to gather the relevant parties and establish the chain of command between the National Command Authority–the president and the secretary of defense–and those who need to carry out their orders.” [2]

The NMCC therefore had a critical role to play that day. And yet evidence reveals that emergency actions conducted from the center were totally inadequate. Numerous obstructions occurred, including technical problems and outside agencies failing to provide the center with the information it required. Furthermore, a number of military leaders were particularly slow in reaching the NMCC, from where they could assist emergency response efforts, and only arrived there after the attacks ended and it was too late to make a difference.

The evidence currently available is insufficient to draw firm conclusions from. But the sheer number of factors that hindered the actions of those in the NMCC, combined with several oddities, raises the possibility that a deliberate and coordinated attempt was made by treasonous U.S. government and military insiders to sabotage the center’s ability to respond to the 9/11 attacks, at a time when its rapid actions were imperative.

THE U.S. MILITARY’S ‘WORLDWIDE NERVE CENTER’
The NMCC has been described as “a communications hub, a switchboard connecting the Pentagon, the civilian government, and the combatant commanders.” [3] It is a maze of offices, cubicles, and conference rooms in an area of the Pentagon where offices of the military’s Joint Staff and many top officials, including the secretary of defense, are located. The center is designed to operate in an emergency, and has its own electrical, heating, and air-conditioning systems. [4]

The NMCC’s primary task is to monitor worldwide events for the Joint Chiefs of Staff. Its other main missions are providing a strategic watch component and providing a crisis response component. At the time of the 9/11 attacks, it was operated by five teams on a rotating basis, with each operations team typically having 17 to 20 personnel on duty and performing a variety of functions. [5]

OFFICERS LACKED URGENCY IN RESPONSE TO FIRST CRASH
The morning of September 11, 2001, the NMCC was receiving live feeds from numerous television stations, which its personnel were monitoring, and those in the NMCC learned of the first plane crashing into the World Trade Center from TV news reports. [6] This was reportedly the first time they learned anything of the crisis in the skies over America that morning. [7]

NMCC personnel supposedly didn’t realize that the crash was a terrorist attack. Operations officer Dan Mangino has recalled, “At first, we thought it was a terrible accident.” [8] Major Charles Chambers recalled, “My instinct was that the pilot had used the towers to point himself towards the area, lost consciousness, and autopilot had done the rest.” Therefore, at that time, “Our interest in the crash … was no different from anyone else’s in the country.” [9]

The operations team’s response was to continue monitoring media reports and make notifications up the chain of command, simply telling senior Pentagon officials that a plane had crashed into one of the WTC towers. [10]

Read the rest of this entry »

Oct 30

George Bush thought 9/11 plane had been shot down on his orders

George Bush thought 9/11 plane had been shot down on his orders
Memoirs reveal former US president gave order to shoot down any hijacked planes before United Airlines flight 93 crashed

by James Meikle – Friday 29 October 2010
guardian.co.uk

George Bush initially believed the only plane not to reach its intended target during the 11 September attacks had been shot down on his orders, according to leaks from the former president’s memoir of his two terms in office.

Bush reveals that he gave the order for any further suspected hijacked planes to be shot down after the first aircraft were flown into the World Trade Centre in New York during the 2001 terror attacks.

He at first thought the crash of United Airlines flight 93 in Pennsylvania had resulted from this instruction, although it later emerged that passengers had stormed the cockpit as hijackers flew the plane towards the Capitol building in Washington.

The memoir, Decision Points, is due to be published on 9 November, in the aftermath of the US midterm elections, and Bush is already lined up for interviews on the Oprah Winfrey and NBC Today shows.

The Drudge Report website says the very personal book opens with the line: “It was a simple question: ‘Can you remember the last day you didn’t have a drink?’” as Bush deals with the well-known issue of his alcohol consumption.

His drinking has previously been said to have come to an end when he woke up with a hangover following his 40th birthday celebrations.

In a chapter about stem cell research, he describes receiving a letter from Nancy Reagan detailing a “wrenching family journey”, but says: “I did feel a responsibility to voice my pro-life convictions and lead the country toward what Pope John Paul II called a culture of life.”

Bush goes on to describes an emotional July 2001 meeting with the Pope, who had Parkinson’s disease, at the pontiff’s summer residence.

The Pope reportedly recognised the promise of science but implored Bush to support life in all its forms.

At the pontiff’s funeral in 2005, Bush – after a reminder from his wife, Laura, that it was a time to “pray for miracles” – said a prayer for the ABC news anchor Peter Jennings, who had cancer.

The book is said to stay clear of criticising Barack Obama, and a source told the Drudge Report: “You will find the president strong, loving life, and ultimately at peace with the decisions he made.”

Sep 01

Remote In-Flight Course Changes Facilitated By 9/11 Model Aircraft Circa 2001

Remote In-Flight Course Changes Facilitated By 9/11 Model Aircraft Circa 2001
by Aidan Monaghan
911blogger.com

The capability to remotely transmit altered aircraft flight plan data via remote data link transmissions directly into Boeing 757 and 767 aircraft Flight Management Computers (FMCs) for use by aircraft auto-pilot functions, was technologically available circa 2001.

satcom5Developed in 1999 and technologically supported by the FANS-capable (Future Air Navigation System) Honeywell Pegasus Flight Management System (FMS) for Boeing 757s and 767s by 2000, Dynamic Airborne Reroute Procedure (DARP) technology enables aircraft course changes via modified flight plan waypoints remotely transmitted and installed into aircraft FMCs by VHF or SATCOM (satellite communications) transmission uplinks.

“Dynamic Rerouting, meaning the ability of controllers … to change a filed routing once the flight is in progress … “The new flight plan with all new waypoints goes into the data link to the comm satellite and is then downlinked into the FMSes of the individual aircraft,” … “And ‘Wow,’ say all the old pilots, ‘Untouched by human hands!’” … Our [dispatch] computer uplinks a route into the FMS that is identified as ‘Route 2.’ [You're already flying 'Route 1.']” [1]

A January, 2002 description of the capabilities of the Pegasus Flight Management System (FMS) for Boeing 757s and 767s:

“”AOC (airline operations center) data link is an optional feature of the Pegasus FMC. This feature provides data link communication of … route modifications … directly into the FMC (flight management computer).”[2]

A May, 2000, explanation of the capabilities of the Pegasus Flight Management System (FMS) for Boeing 757s and 767s:

“A route request may either be a route modified by the crew, or a route which has been sent to the airplane from the Airline Data System.”[3]

“The route can be sent by airline operations directly to the ATC Facility via AIDC, for example, for review and uplink to the aircraft.”[4]

“At the time of the airworthiness approval of the 757/767 (Pegasus ‘00) FANS 1 FMC, the operational requirements … for providing … Dynamic Airborne Route Planning (DARP) based on FANS 1 communication capability were not determined.”[5]

June, 2001:

“Dynamic rerouting (DARP) is not fully operational – Technology is available.”[6]

The May, 2000, description of the capabilities of the Pegasus Flight Management System (FMS) for Boeing 757s and 767s continues:

“Three independent VHF systems (radios and antennas) are installed on the airplane to provide line of sight voice and data communication.”[7]

“Satellite communications (SATCOM) may be provided for remote communications where terrestrial contact is unavailable, or by airline policy regardless of the state of other communication capabilities.”[8]

Read the rest of this article here.

Jul 23

NTSB: No Records Pertaining To Process Of Positive Identification Of 9/11 Aircraft Wreckage

NTSB: No Records Pertaining To Process Of Positive Identification Of 9/11 Aircraft Wreckage
by Aidan Monaghan

Within a July 18, 2008 Freedom of Information Act response from the National Transportation Safety Board, the NTSB indicates that it possesses no records indicating how wreckage recovered from the 4 aircraft used during the terrorist attacks of September 11, 2001 was positively identified as belonging to the 4 planes reportedly hijacked that day or even if such wreckage was positively identified at all.

Click image to see full size.

Within a similar March 18, 2008 FOIA response from the Federal Bureau of Investigation, the FBI states the following:

“The identity of the three hijacked aircraft has never been in question by the FBI, NTSB or FAA”

http://www.infowars.com/?p=886&cp=1

However, NTSB factual reports pertaining to the Flight Data Recorders allegedly belonging to American Airlines flight 77 (N644AA) and United Airlines flight 93 (N591UA), do not cite a “Flight Data Recorder Group”, that would normally consist of Federal Aviation Administration and airline officials, in possession of records pertaining to a given aircraft and unique serial numbers pertaining to each FDR. The absence of published FDR part and serial numbers within each NTSB FDR report suggests that the NTSB were not provided access to such records that would allow them to confirm the identities of the FDRs studied by them.

Many FDRs possess unique memory configurations that are identified by serial numbers contained within a given aircraft’s records. Such serial numbers are required to facilitate FDR data readouts. Presumably, if the recovered AA 77 and UA 93 FDR’s did not possess the memory configurations indicated within FAA and airline aircraft records, a mismatch could become apparent to NTSB investigators.

http://www.911blogger.com/node/16089

The FDRs in question were apparently recovered by NTSB personnel.

Carol Carmody, Vice-Chairman, National Transportation Safety Board, referring to the NTSB:

“I … assured FBI Director Mueller that we would assist in any way we could … he called and said, “Could you send us some people to help find the black boxes and help identify aircraft parts.”

http://www.ntsb.gov/speeches/carmody/cc020227.htm

Marion Blakey, Chairman, National Transportation Safety Board, referring to the NTSB:

“Over 60 Safety Board employees worked around the clock in Virginia, Pennsylvania, New York, and at our headquarters in Washington, D. C., assisting with aircraft parts identification”

http://www.ntsb.gov/Speeches/blakey/mcb020625.htm

The text of the July 11, 2008 NTSB FOIA request:

“I respectfully request copies of records revealing the process by which wreckage recovered from the aircraft used during the terrorist attacks of September 11, 2001, was positively identified as belonging to: American Airlines flight 11 (N334AA), United Airlines flight 175 (N612UA), American Airlines flight 77 (N644AA) and United Airlines flight 93 (N591UA).

The afore mentioned aircraft are identified within numerous public NTSB records. Positive wreckage identification was presumably obtained through the use of unique serial number identifying information contained by the said aircraft’s wreckage. Within U.S. Code of Federal Regulations (CFR), Title 14, Part 45, it is indicated that all U.S. commercial civil aircraft are required to contain numerous components bearing unique serial number data “secured in such a manner that it will not likely be … lost or destroyed in an accident”.”

Apr 03

Visibility 9-11 Welcomes 9-11 Blogger and Researcher Aidan Monaghan

foi_logo-2.jpg

This week Visibility 9-11 Welcomes 9-11 blogger and researcher Aidan Monaghan. Aidan is an active blogger at 911blogger.com and has focused on using the Freedom of Information Act to get information pertinent to the 9-11 attacks and subsequent cover-up. FOIA requests initiated by Aidan have attempted to gain information about the 4 aircraft used on 9-11, information about remote control technology possibly installed on the 4 aircraft, and the reported power down at the World Trade Center in the days just prior to 9-11.

Intermission music by The DareRing.

Ending music by Syntax Error.

Direct download: visibility911_monaghan.mp3

Mar 28

F.B.I. Counsel: No Attempt Made By F.B.I. To Formally Indentify 9/11 Plane Wreckage

F.B.I. Counsel: No Attempt Made By F.B.I. To Formally Indentify 9/11 Plane Wreckage
Publically Known Information Suggests Otherwise

by Aidan Monaghan

flt77-americanlogo-smaller.jpg

Contained within a March 14, 2008 “DEFENDANT’S MOTION FOR ENLARGEMENT OF TIME TO RESPOND TO AMENDED COMPLAINT” with the Nevada District U.S. Court, concerning a Freedom of Information Act lawsuit filed by Mr. Aidan Monaghan (Case #: 2:07-cv-01614-RCJ-GWF) to order the production of Federal Bureau of Investigation records concerning the 4 aircraft involved in the terrorist attacks of September 11, 2001, Assistant U.S. Attorney Patrick A. Rose has indicated on behalf of the FBI, that records indicating the collection and positive identification of recovered wreckage created by these federally registered aircraft, do not exist.

Defendants motion reads in part:

“Since being served with the Summons and Amended Complaint, Federal Defendant, with assistance of its attorneys, has analyzed Plaintiff’s request and conducted a search for responsive records. Federal Defendant has determined that there are no responsive records. The identities of the airplanes hijacked in the September 11 attacks was never in question, and, therefore, there were no records generated “revealing the process by which wreckage recovered by defendant, from aircraft used during the terrorist attacks of September 11, 2001, was positively identified by defendant . . . as belonging to said aircraft . . .” (Amend Compl. Inj. Relief #15 at 1.)”

However, this claim is directly contradicted by public comments offered by Carol Carmody, Vice-Chairman National Transportation Safety Board and Marion C. Blakey, Chairman National Transportation Safety Board, who both indicated in 2002 that FBI director Robert Mueller requested NTSB assistance with 9/11 aircraft wreckage identification and that the NTSB did perform 9/11 aircraft wreckage identification analysis.

“I … assured FBI Director Mueller that we would assist in any way we could … he called and said, “Could you send us some people to help find the black boxes and help identify aircraft parts.”

http://www.ntsb.gov/speeches/carmody/cc020227.htm

“Over 60 Safety Board employees worked around the clock in Virginia, Pennsylvania, New York, and at our headquarters in Washington, D. C., assisting with aircraft parts identification

http://www.ntsb.gov/Speeches/blakey/mcb020625.htm

By FAA documents identified as “Summary of Air Traffic Hijack Events”, pages 4 and 13, it is indicated that American Airlines flight 11 (N334AA) and United Airlines flight 175 (N612UA) were not transmitting proper transponder identification data at the time of their respective destructions and that therefore, proper aircraft registration identification cannot have been obtained from this absent or erroneous data.

http://www.gwu.edu/~nsarchiv/NSAEBB/NSAEBB165/faa7.pdf

By documents labeled “NOTES TO CHAPTER 1″, page 456, of the “Final Report of the National Commission on Terrorist Attacks Upon the United States” (2004), it is indicated that “the CVRs and FDRs from American 11 and United 175 were not found” and that therefore, proper aircraft registration identification cannot have been obtained from this absent data.

http://govinfo.library.unt.edu/911/report/911Report_Notes.htm

By document labeled “Specialist’s Factual Report of Investigation Digital Flight Data Recorder” (American Airlines flight 77 – N644AA), it is revealed that the FDR’s unique serial number identification information (traceable to a unique federally registered aircraft) is absent and that therefore, proper aircraft registration identification cannot be confirmed by this absent data.

http://www.911myths.com/AAL77_fdr.pdf

By document labeled “Specialist’s Factual Report of Investigation Digital Flight Data Recorder” (United Airlines flight 93 – N591UA) it is revealed that the FDR’s unique serial number identification information (traceable to a unique federally registered aircraft) is absent and that therefore, proper aircraft registration identification cannot be confirmed by this absent data.

http://www.gwu.edu/~nsarchiv/NSAEBB/NSAEBB196/doc04.pdf

The FBI’s motion continues:

“As Federal Defendant has been focused on the search for records and the preparation of an explanatory letter to Plaintiff, it has not yet prepared a formal response to the Amended Complaint.”

Documents for 2:07-cv-01614-RCJ-GWF can be accessed at The PACER Service Center.

“The PACER Service Center is the Federal Judiciary’s centralized registration, billing, and technical support center for electronic access to U.S. District, Bankruptcy, and Appellate court records.”

http://pacer.psc.uscourts.gov/

Read the rest of this entry »

Feb 29

9/11 Aircraft ‘Black Box’ Serial Numbers Mysteriously Absent

9/11 Aircraft ‘Black Box’ Serial Numbers Mysteriously Absent
by Aidan Monaghan

flight-data-recorder.jpg

Of all major U.S. airline crashes within the U.S. investigated and published by the National Transportation Safety Board during the past 20 years, the 9/11 ‘black boxes’ are virtually the only ones without listed serial numbers.

NTSB American Airlines flight 77 flight data recorder report, not noting a device serial number:

http://www.911myths.com/AAL77_fdr.pdf

NTSB United Airlines flight 93 flight data recorder report, not noting a device serial number:

http://www.gwu.edu/~nsarchiv/NSAEBB/NSAEBB196/doc04.pdf

The United States government alleges that 4 registered Boeing commercial passenger aircraft were used in the September 11, 2001 terrorist attacks, yet has failed to produce any physical evidence collected from the 3 9/11 crash scenes positively tied to these federally registered United and American airlines aircraft. Despite the release of abundant information regarding the 9/11 flights and the aircraft reportedly used, specific information that would confirm official allegations regarding the identity of these aircraft has been mysteriously withheld or denied upon request.

The federally registered aircraft reportedly used during the 9/11 attacks:

- American Airlines flight 11 (N334AA), United Airlines flight 175 (N612UA), American Airlines flight 77 (N644AA) and United Airlines flight 93 (N591UA).

With flight data recorder serial number data that is virtually always provided within NTSB reports of major U.S. commercial airline crashes that occur within U.S. territory, one can trace an installed device to a particular registered aircraft through manufacturer or Federal Aviation Administration records.

The following e-mail was provided by a Susan Stevenson of the NTSB on 12/26/2007, in response to a 12/16/2007 public correspondence e-mail inquiry:

“Yes. NTSB investigators rarely encounter a scenario when the identification of an accident aircraft is not apparent. But during those occasions, investigators will record serial numbers of major components, and then contact the manufacturer of those components in an attempt to determine what aircraft the component was installed upon.”

Read the rest of this entry »

Sep 03

(Audio) NORAD Live and Un-Cut

NORAD Live and Un-Cut
Official Loose Change Blog

In August, 2006, Michael Bronner, a writer for Vanity Fair Magazine, received 30 hours of audiotape from the Northeast Air Defense Sector that chronicled their response on 9/11. Mr. Bronner released 10 minutes of audio from them in MP3 format.

norad.jpgIn August, 2007, we received 120 hours of audio, and are proud to release them in their entirety to the public.

There are 18 WAV files, each one approximately 180 megabytes in size and six hours in length. To download them, you will need a Bittorrent program. BitLord is recommended for PC and Azereus is recommended for Mac.

Download the torrent file here.

Many thanks to NORAD for sending us this material.

Loose Change Blog posting here.