Naval “National Center for Energetics” Records Of Pre-9/11 Nano-Energetic Materials Development, Nonexistent Or Destroyed
by Aidan Monaghan
911blogger.com

The Indian Head Division of the Naval Surface Warfare Center, (a branch of the Naval Sea Systems Command or NAVSEA), described in 1999 as the “national center for energetics”[1], “the only reliable source of aluminum nanopowders in the United States”[2] and in 2008 as “probably the most prominent US center for nano-thermite technology”[3], alleges via Freedom of Information Act replies that records “regarding research and development of nano-sized or Ultra Fine Grained (UFG) aluminum powders, nano-sized or Ultra Fine Grained (UFG) iron oxide powders or other metal oxide powders and Metastable Intermolecular Composites prior to 2002″ do not exist. According to Indian Head, “research may have been conducted by Indian Head Division personnel but not submitted.”

Records prior to 2002 of Indian Head’s private sector partnerships regarding nano-sized energetic materials development and production, were reportedly destroyed per policy after seven years (or all such records prior to 2002).

Explosive, unreacted thermitic material containing nano-meter sized grains of intimately mixed aluminum and iron oxide, has recently been discovered in dust created by the collapses of the World Trade Center buildings on September 11, 2001.[4]

Evidence prior to 2002 of Indian Head’s private sector partnerships regarding nano-sized energetic materials development and production exists.

December 2002:

“FY01 Technology Transfer Business Plan: IHDIV is considered the Navy’s Center of Excellence for Energetics development and has extensive expertise, capabilities, and information in energetics synthesis, formulation, and processing as well as in testing of energetic systems. IHDIV will transfer their knowledge of development and manufacturing energetics with respect to the use of TECHNANOGY produced nanoaluminum and supply TECHNANOGY with test data associated with the testing of TECHNANOGY nanoaluminum. TECHNANOGY is a leader in the production of nanoaluminum for use in energetic systems utilized for DoD purposes. To our knowledge, TECHNANOGY is the sole supplier of nanoaluminum for use in pilot scale processing. TECHNANOGY will share their material and knowledge of nanoaluminum processing subject to the terms and conditions of this CRADA. (cooperative research and development agreement).”

http://www.onr.navy.mil/sci_tech/3t/transition/training/docs/nswcih_busp…

“The Small Business Innovation Research (SBIR) Program … ensures that the nation’s small, high-tech, innovative businesses are a significant part of the federal government’s research and development efforts.”

http://www.sbir.gov/about/index.htm

New Reports on the Twin Towers Released
by James Gourley

On January 8, 2008, I submitted a FOIA Request to NIST asking for all records that relate to the fireproofing upgrades made to the Twin Towers prior to 9/11. I was recently successful in getting three new reports about the condition of the Twin Towers just prior to 9/11 released.

One report is a fire engineering assessment completed by Burro Happold in February of 2000. The other two reports were property condition assessments done by Merritt & Harris, Inc. a year or so prior to 9/11. These reports together total hundreds of pages, and I want them widely released so they can be analyzed in light of the NIST reports on the collapses of the Twin Towers. Note that the Merritt & Harris reports are very large files.

Merritt & Harris Report #1: http://www.megaupload.com/?d=NRZG0EYP

Merritt & Harris Report #2: http://www.megaupload.com/?d=SXPY2FU6

Burro Happold Report: http://www.megaupload.com/?d=42IO10P8

Please report any interesting findings here.

New website for The 9/11 Working Group
by Kevin Ryan

http://911workinggroup.org/

The 9/11 Working Group of Bloomington is a local civic education advocacy group located in Bloomington, Indiana. They have sponsored two major speaking events, bringing Richard Gage and Steven Jones to Bloomington in September 2007, and hosting David Ray Griffin in September 2008. Both events drew large crowds to a local theater in the city that is home to Indiana University. These two events, as well as another lecture given by members of the group, were recorded and are replayed regularly on cable access television and community radio. The group also has sponsored several film series. All of these events have been free and open to the public.

Bloomington is the largest city in Indiana’s ninth congressional district, where Lee Hamiton, 9/11 Commission co-chairman, served as congressman for 35 years. Mr. Hamilton is sill very active in the local community, and is director of the Center On Congress at Indiana University. Several members of the 9/11 Working Group met with Mr. Hamilton in May 2008, to discuss the 9/11 Commission Report, and to invite the former congressman to participate in any of the public discussions sponsored by the group. To date, Mr. Hamilton has declined due to schedule conflicts.

The 9/11 Working Group has also been active in the submission of Freedom of Information Act Requests (FOIAs). Such requests have been made for information concerning the alleged hijackers, for information on the whereabouts and actions of Bush and Cheney on 9/11, for environmental data collected at Ground Zero, and for background Documents supplied to 9-11 Commission, among other things. Each such request is sent to numerous potentially relevant agencies, and as useful responses are obtained they are shared with the public at the group’s website. Responses have also been used in a mainstream scientific article, and in the film Loose Change Final Cut.

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”.”

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

Debunking Popular Mechanics?: PM Book Alleges FAA Source For Statistical Data; FAA Concedes No Such Data Records Exist.

by Aidan Monaghan

Beginning on page 22 of a Popular Mechanics 2006 book entitled Debunking 9/11 Myths, containing a forward comment by Republican presidential candidate John McCain, an attempt is made to clarify the role played by potential military aircraft intercepts during the terrorist attacks of September 11, 2001.

Citing unnamed sources, part of this section reads as follows:

When contacted by Popular Mechanics, spokesmen for NORAD and the FAA clarified their remarks by noting that scrambles were routine, but intercepts were not – especially over the continental United States.

However, according to a Federal Aviation Administration (FAA) Freedom of Information Act response dated March 3, 2008, the FAA concedes that records for the information alleged in part by Popular Mechanics’ unnamed FAA source, do not exist.

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

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/

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