ATC

“…the U.S. government and select “private sector outsourcing” that did the alleged terrorist attacks of 9-11. In short, our government would have to admit that it is al-Qaeda and that this GWOT (Global War on Terror) is [a] fabrication made up to provide excuses for a despicable U.S. energy and war policy”

A transponder is like an electronic beacon — a type of radar called the secondary system reads its data. Although, this radar is called a secondary system, it is the type used almost exclusively today in air traffic control (ATC). It takes an aircraft’s identification, destination, speed, and altitude from the plane’s transponder and displays it on a controller’s radar screen. On the other hand, primary radar is an older system. It bounces a beam off an aircraft and tells a controller only that a plane is aloft — but does not display its ID or altitude. The two systems are usually mounted on the same tower. Primary radar is normally used only as a backup, and is usually turned off by controllers handling aircraft at altitudes above 18,000 feet because it clutters their screens.

All aircraft flying above 18,000 feet are required to have working transponders. If a plane disappears from radar screens, most controllers can quickly switch on the primary system, which should display a small plus sign at the plane’s location, even if the aircraft’s transponder is not working. Today, virtually all ATC radar installations are equipped with both primary and secondary radar capability.¹⁶⁵

When the transponder failed, the primary radars should have easily picked up AA77.

A pilot remarked, “…on several occasions he was flying aircraft when the transponder failed. Air Traffic Control simply located his position with conventional radar, no problem.”[i] The air traffic control sector that Flight 77 was flying through was using a secondary radar site (site QHY-E). When the transponder, fails, is turned off, or there is a loss of signal, the plane becomes coast track status; this indicates that the ATC computer is no longer tracking a radar return, but the blip continues in a track of the last direction recorded and an alarm is activated. If the controller decided to try and find Flight 77 by using either of the two primary radar sites (sites QWO-E and QRI-E), he should have been able, especially at the high altitude AA77 was at. The area where Flight 77 vanished was not in a “radar hole”.

In the FAA’s Aeronautical Information Manual (AIM), which all pilots and flight attendants need to be familiar with, are procedures for dealing with “hijackings”. These pre-9/11 procedures are quite clear in explaining how to communicate with air traffic controllers in the event of an “aircraft piracy” (hijacking). In such an emergency, ANYONE of the crew would relay the well known code of “7-5-0-0”.

A short excerpt of the AIM regarding this: (see Appendix: FAA Emergency Procedures for more info.)

It would be inconceivable that the entire crew would be instantaneously incapacitated so that NO ONE is able to mutter these 4 simple numbers. Or are we going to be told again, these experienced crews with decades of flying experience were “incompetent.” It seems that that excuse is wearing thin by now.

Of all the supposed hijacked flights that day— not a one… broadcast this code!

[With included radio communications of American Airlines Flight 77 from: “Transcript of American Airlines Flight 77,” The New York Times, October 16, 2001.[ii]]

8:20 a.m. – Flight 77 departs Dulles International Airport near Washington, ten minutes after the scheduled departure time.[iii]

8:46 a.m. – Some reports have Flight 77 (AA77) going severely off course. However nothing in the transcript indicates this. The only communication at this time is ATC calling for a ten-degree turn for traffic, which AA77 acknowledged.

8:47:23 – Indianapolis Control, Henderson Sector Radar: American 77 turn ten degrees to the right vectors for traffic.

8:50 a.m. – The last message was to change course to the Falmouth NAVAID, which AA77 acknowledged. It was not the pilots asking for clearance to fly higher altitude in which they failed to respond to the routine instruction.[iv] [v] [vi]

8:50:48 – Indianapolis Control, Henderson Sector Radar: American 77 cleared direct um Falmouth.

8:50:51 – AAL77: uh— direct Falmouth American 77 thank you (last AAL77 message).

8:56 a.m. – AA77’s transponder signal is turned off at this time.^{168
169} The 9/11 Commission falsely claimed that Flight 77 is off course.The Commission claims that the Indianapolis flight controller in charge of the flight has watched it go off course and that it headed southwest before the signal disappears.⁹⁷However, the Flight Explorer map shows that there is no difference from their planned route. It is true that AA77 made a change in direction while aligning to the Falmouth NAVAID, just before the transponder went off, but this was an expected move instructed by the ATC. And in the transcript, the controllers make no remarks regarding being off course before losing the signal. After the loss of transponder signal, AA77 becomes coast track status.

The controller looks for primary radar signals along its projected flight path, as well as in the airspace where it had started to turn. He cannot find the plane. He tries contacting the plane but gets no answer. By 8:58 a.m., it was evident that AA77 was lost. The controller has not been told about any other hijacked planes. Other centers have been notified about the Flight 11 hijacking more than 20 minutes earlier at 8:25 a.m.¹⁶⁸He assumes Flight 77 has experienced electrical or mechanical failure.⁹⁷

In the following the transcripts, American Airlines dispatcher Jim McDonnell is attempting to communicate with AA77 until 9:09 a.m. when he realizes that AA77 could be hijacked.

8:56:53 – Indianapolis Control, Henderson Sector Radar: American 77 American Indy radio check how do you read.

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.

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 ringing.

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

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

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

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—

8:58:41 – 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.

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 you company so thanks for the help.

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

9:02:09 – 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 I 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.

9:02:28 – 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.

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

9:05 a.m. – The 9/11 Commission, claims that Flight 77’s radar blip was missing for the last eight minutes, and now it reappears on Indianapolis flight control’s primary radarscope.⁹⁷ The Commission falsely stated it is east of its last known position; but in actually it continues west! (see below) Again, they falsely stated that other Indianapolis controllers hadn’t joined the search for AA77. As per the transcripts, a second controller had joined the search at 9:06 a.m., then a third at 9:11 a.m. By the way, if anyone saw the resurgence of the radar blip they are being quiet about it. The Indy controllers were never told anything.

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.

9:08 a.m. – Indianapolis Center asked Air Force Search and Rescue at Langley Air Force Base to look for a downed aircraft. The center also contacted the West Virginia State Police and asked whether any reports of a downed aircraft had been received.⁹⁷ At 9:09 a.m., he reported the loss of contact to the FAA regional center, which passed this information to FAA headquarters at 9:24. Newsday stated that some believed the plane might have exploded in midair.[vii] The 9/11 Commission Falsely states, Indianapolis never contacted FAA headquarters.^{NOTEREF
_Ref129831029 \h \* MERGEFORMAT 97}

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

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

9:09:02 – 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.

9:09:11 – AAL: you know we lost American eleven to a hijacking 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.

9:09:27 – 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 going 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, 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.

9:11:15 – 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.

9:11:23 – Indianapolis Control, Henderson Sector Radar Associate: know just where he lefi 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.

9:11:30 – 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.

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

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

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

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

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

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

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.

9:35 a.m. – According to the 9/11 Commission, NEADS contacts Washington flight control to ask about Flight 11. A manager there happens to mention, “We’re looking — we also lost American 77.” The commission claims, “No one at FAA Command Center or headquarters ever asked for military assistance with American 77.”⁹⁷ Yet, 38 minutes earlier, flight controllers determined Flight 77 was out of radio contact, and had no transponder signal. They had warned American Airlines headquarters within minutes. By some accounts, this is the first time NORAD is told about Flight 77, but other accounts had them being warned around 9:25 a.m. since they were on a phone bridge with the FAA.

According to Richard Clarke, at about 10:00 (after the White House has been fully evacuated) Dale Watson of FBI gives a brief about Flight 77, “We have a report of a large jet crashed in Kentucky, near the Ohio line.”⁶⁰ That location is the last know position of Flight 77 by its transponder data. This is significant in that it shows that officials, at least at the FBI, didn’t have any evidence that Flight 77 was, as the 9/11 cover-up Commission stated, heading back to Washington D.C. In fact, this is well after the Pentagon strike had taken place.

Flytecomm tracking system software had picked up intermittent transponder signals of Flight 77 over its planned route.

At 9:07 AA77 suddenly reappears further along its flight path while moving west (Image: Flytecomm).

At 9:43 (after official crash time for Pentagon) Flight 77 is flying over south Illinois!!! (Image: Flytecomm)

The last few blips after that seem to be fairly random, but ultimately the plane seems to get as far as Kansas!

The proof that Flight 77 had hit the Pentagon is so shaky that many major media sources only show where the plane reportedly crashed and not showing any of the alleged flight path.

Only three days after the attacks, governmental spin-doctors came out to disable rumors, that something other then the official story had indeed happened. One was, Major General Paul Weaver, the director of the Air National Guard — his reputation precedes him. Author Tom Kovach had this to say: “…my contention is that Weaver was specifically selected for the press conference and possibly even for the position of Director of the Air National Guard — because of his ability to tell convincing lies to reporters and to committees of elected representatives… I knew that Major General Paul Weaver “Papa Whiskey” was a consummate liar.”

Major General Paul Weaver was called upon to spin the shoot down questions of flight UA93, in an apparent effort to save President Bush’s political skin. He also made some comments on Flight 77.

General Paul Weaver stated Flight 77 came back on the radarscope in West Virginia.[viii] Another report by Newsday claims General Weaver said that West Virginia flight control had noticed at 9:05 a.m., a new eastbound plane entering its radar with no radio contact and no transponder identification. They were not sure it was Flight 77.¹⁷¹ Supposedly they wait another 19 minutes before notifying NORAD about it.There is no long-range Air Traffic Control Center in West Virginia! Even so, how is it that an elusive controller in West Virginia, found a blip on radar of immense significance, but doesn’t share the information with anyone? This gives little credibility to General Weaver’s explanation of the incident. Who was it, what agency, and what radar facility? The only source is General Weaver. The Newsday online article of that press conference no longer exists. Weaver had connections at Newsday, since few other outlets had shown interest to cover it directly.[ix] Interestingly, Weaver had been under scrutiny for his false testimony in the Congressional anthrax-vaccine hearings.

In regards to the F-15 fighter response of that day he remarked, “the [F-15’s flew] like a scalded ape … topping 500 mph.” That’s only quarter-speed of an F-15!!! It appears that Tom Kovach was right on about “Pappy Whiskey” (Weaver’s call sign).

People are asked to believe more excuses — now faulty equipment and the controller errors.

The 9/11 cover-up Commission had come prepared with weak excuses for why the Indianapolis Center couldn’t find Flight 77 on primary radar. Excerpts from 9/11 commission staff statement No. 17, June 17, 2004:

According to the radar reconstruction …Indianapolis Center continued searching for the aircraft, two managers and the controller responsible for American 77 looked to the west and southwest along the flight’s projected path, not east — where the aircraft was now heading. The managers did not instruct other controllers at Indianapolis Center to turn on their primary radar coverage to join in the search for American 77. In sum, Indianapolis Center never saw Flight 77 turn around. By the time it reappeared in primary radar coverage, controllers had either stopped looking for the aircraft because they thought it had crashed or were looking toward the west. The Commission also elided that there may have been a problem in the ATC system that was giving the controllers erroneous data.¹¹⁵

BACK TO INDEX

[i]Carol A. Valentine, “Did NORAD Send The “Suicide” Jets?” public-action.com, 23 February 2002, <www.public-action.com/911/> (25 March 2006).

[ii] “Transcript of American Airlines Flight 77,” The New York Times, October 16, 2001, <www.nytimes.com/2001/10/16/national/16FLT77-TEXT.html> (3 October 2004).

[iii] “Officials: Government failed to react to FAA warning September 17, 2001,” CNN, September 17, 2001.

[iv] Michael Ellison, “‘We have planes. Stay quiet’ - Then silence,” The Guardian, 17 October 2001.

[v] Glen Johnson, “Probe reconstructs horror, calculated attacks on planes,”

Boston Globe, November 2001.

[vi] Matthew L. Wald with Kevin Sack, “‘We Have Some Planes,’ Hijacker Told Controller,” The New York Times, 16 October 2001.

[vii] Sylvia Adcock, Brian Donovan and Craig Gordon, “Air Attack on Pentagon Indicates Weaknesses,” Newsday, 23 September 2001.

[viii] Richard Whittle, “National Guard Fighters Raced After Two Airliners,” The Dallas Morning News, 16 September 2001.

[ix] Tom Kovach, “Flight 93 was shot down,” renewamerica.us, September 14, 2005. <www.renewamerica.us/columns/kovach/050914> (4 March 2006).