” 9/11 War Games” by The Corbett Report

Episode 346 – 9/11 War Games on The Corbett Report
Transcript with resources – https://www.corbettreport.com/911wargames/

… Little did we know at the time, 9/11 was not a normal day of blue sky aviation. On the contrary, it was one of the busiest days in the history of American aviation, a dense forest of live fly exercises, drills, simulations, fake radar injects and utter confusion. And that was before the attacks even began.

This is the story of 9/11 that you didn’t watch unfold on your TV that fateful day in 2001. This is the story of the 9/11 War Games….

Transcript of this report found here.

Red Flag – Transponders Not Required to Track Errant Aircraft

Most people don’t realize that on September 11th, planes were known to be high jacked and flying around the Eastern US for over 70 minutes.  After September 11th, many wondered why the United States Air Force was unable to stop the high jacked aircraft, especially American Airlines Flight 77 which struck the Pentagon.  American Airlines Flight 11 was high jacked at 8:14 am.  By 8:25 Boston air traffic controllers confirmed that the flight was indeed high jacked and the aircraft struck the North Tower of the World Trade Center at 8:46.   At 9:03, United Airlines Flight 175 struck the South Tower and at that time, the whole world knew that America was under attack.  It was not until 9:37 that American Airlines Flight 77 hit the Pentagon.

Therefore, it was a full hour and 10 minutes between the times the FAA knew that Flight 11 was high jacked and the time Flight 77 hit the Pentagon.  How could this happen?  The area around the Pentagon and Washington D.C. is some of the most heavily defended airspace in the world.  This fact led many to believe there had to be a stand down order issued which would have prevented Standard Operating Procedures from allowing these aircraft to be intercepted or possibly shot down.  A stand-down is defined as “a relaxation from a state of readiness or alert”.  This certainly took place regarding air defenses on 9/11.

One explanation offered was that the terrorists turned off the electronic device known as a transponder, which helps identify aircraft on radar.  As stated by the 9/11 Commission, it is possible, though more difficult, to track an aircraft by its primary radar returns without the transponder.  However, unlike transponder data, primary radar returns do not show the aircraft’s identity and altitude.

The 9-11 commission failed to consider the fact that the US military has more than just ground radar at their disposal.  In 2006 a golf ball was hit off the International Space Station.  New Scientist magazine reported that the ball was too small to be tracked by ground radar, but noted that,

“US military radar can track space debris as small as 10 centimeters across, and can sometimes see things as small as 5 centimeters wide if it is in just the right orbit.”

There are 35 USAF bases within range of the 9/11 flights, which included the restricted airspace surrounding the Pentagon, Capitol Hill and the White House.  It is hard to believe that a military which possesses such a highly-sophisticated radar system would not have been able to track the high jacked aircraft without a transponder signal.

Commercial airliners do not need their transponders turned on in order to be tracked by the US military.  If America was being attacked by aircraft belonging to a foreign power, it is ridiculous to think these enemy aircraft would have transponders installed to help the US Air Force shoot them down.  It is equally ridiculous to believe the US military lack the technology to track aircraft without a transponder signal.

To listen to this 9-11 Red Flag, click Play in the embedded player below. Click download if you would like to download the file for your media player or iPod.

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

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

Editors Note and Update (11/2012): The following article is seriously out of date and most of the .pdf documents are no longer available at the listed links.  However, we will keep this article as an archive, including file names and previous locations, for further research into these various aircraft crashes.

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 more…]

(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.