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Never Forget the Lies About Air Defense Failures on 9/11

People often ask us to “Never Forget” September 11th while at the same time turning a blind eye to the actual facts
about those crimes. One such fact is that we were given a string of false, contradictory official accounts for the failure
of the national air defense systems that day and the last one given is the most unbelievable.

The ever-changing accounts for the failure to intercept any of the four hijacked planes began two days after the
attacks. That first account was provided in an official hearing to confirm General Richard Myers as Chairman of the
Joint Chiefs of Staff (CJCS). Myers testified that no fighter jets were scrambled to intercept any of the hijacked flights
until after the Pentagon was hit. Although Myers did not sound terribly confident in his knowledge, people thought he
should have been, considering that more than 48 hours had passed and he had been serving as acting CJCS during the
attacks.

A second, contradictory story was given five days later, when the North American Aerospace Defense Command
(NORAD) provided a partial timeline of the notifications it had received from the Federal Aviation Administration and the
responses that followed. The timeline showed that NORAD was notified about the hijacking of Flight 175 at 8:43 am, a
full 20 minutes before it impacted the south tower of the WTC. Moreover, F-15 interceptor jets from Otis Air Force Base
were said to be airborne by 8:52, having been scrambled in response to the first hijacking.

General Ralph Eberhart, who was commander of NORAD on 9/11, reiterated the timeline in testimony to the U.S. Senate
in October 2001 and for two years it stood as the official account. Eberhart added that NORAD was notified about the
hijacked Flight 77 coming into Washington at 9:24 am, fourteen minutes before it impacted the Pentagon. He
repeatedly told the Senate Armed Services Committee that this was a “documented notification.”[1]

A book released in January 2003 further established this account of the military’s response. The book, called Air War
Over America: Sept. 11 Alters Face Of Air Defense Mission, was based on hundreds of interviews with the personnel
responsible for conducting the nation’s air defenses that day. It was authored by Leslie Filson, public affairs officer for
the 1st Air Force, and had been reviewed for accuracy by all the top brass who were in charge of the air defenses on
9/11.

In May 2003, Eberhart’s subordinates General Larry Arnold and Colonel William Alan Scott gave the third version of the
story by presenting a slightly revised version of NORAD’s timeline. They contradicted the timeline for Flight 175, saying
that NORAD was not notified of the hijacking until three minutes after that aircraft had crashed into the south tower.
This was despite the fact that when asked by a U.S. Senator about “the second hijacked plane somewhere up there,”
Eberhart had previously said “Yes, sir. During that time, we were notified.”

Arnold and Scott also revealed for the first time that NORAD was notified about the hijacking of Flight 93 at 9:16 am.
This was 47 minutes before that flight allegedly crashed in Pennsylvania, at 10:03 am. Obviously, interceptor jets could
have easily reached and escorted Flight 93 given this revised timeline.

Colonel Robert Marr, who was running the response at NORAD’s North East Air Defense Sector (NEADS), repeated
several times in an interview with investigators that he recalled monitoring Flight 93 during the time that it was
hijacked.

It was not only Marr who remembers monitoring Flight 93 in the NEADS battle cab. NEADS intelligence officer Lt. Col.
Mark Stuart, who was standing right next to Marr during the crisis, reported the same thing. Both of them said that they
were tracking Flight 93. And many air traffic controllers made clear in their handwritten notes from that day, and their
personal statements afterward, that Flight 93 was known as a hijacking long before it was destroyed.

General Arnold clarified in testimony to the Commission that, “It was our intent to intercept United Flight 93. And in fact
my own staff, we were orbiting now over Washington, D.C. by this time, and I was personally anxious to see what 93
was going to do, and our intent was to intercept it. But we decided to stay over Washington, D.C., because there was not
that urgency. So we elected to remain over D.C. until that aircraft was definitely coming towards us.”

Unfortunately, the 9/11 Commission Report came out 14 months later, providing a fourth account, and it contradicted all
of the previous accounts and testimony. The Commission’s Report stated that:

NORAD’s “air defenders had nine minutes’ notice on the first hijacked plane, no advance notice on the second, no
advance notice on the third, and no advance notice on the fourth.”

That is, the Commission claimed that the military was never notified at all about three of the four hijacked planes until
after they had crashed.

In order to explain away the considerable evidence for knowledge about the hijacked planes, the Commission made the
ludicrous claim that all the Air Force officers had been either mistaken or lying in previous testimonies. Why any of the
officers would spend years lying, in ways that made the Air Force look incompetent, was never revealed.

The Commission’s air defense team, led by an expert propagandist, inserted some new diversionary claims to reconcile
some of the confusion. One was a story about “Phantom Flight 11” that was used to explain why the interceptor jets
scrambled in the wrong direction and flew at a fraction of their top speed. This phantom flight was never mentioned in
the Filson book, which had been thoroughly reviewed by all Air Force leaders prior to publication.

With regard to United 93, the Commission relied on the report of another hijacking as a means of explaining confusion.
This was Delta Airlines Flight 1989, which was reported as hijacked that morning despite the pilot of that aircraft saying
that he was not hijacked, according to air traffic controller notes. Delta 1989 landed in Cleveland approximately 20
minutes before United 93 was said to have crashed 200 miles away in Pennsylvania.
The Commission’s new explanation, that everyone who thought they were tracking United 93 was really just tracking
Delta 1989, is not believable. Reasons include that Delta 1989 never turned off its transponder, was clearly identified
throughout its flight, and never lost contact with controllers.

And as Colonel Scott testified, NORAD was notified of the United 93 hijacking at 9:16 and United 93 didn’t turn off its
transponder until 9:40, just a few minutes before Delta 1989 landed in Cleveland. Moreover, writer Leslie Filson noted
that General Arnold made clear, in his interview with her, that NORAD was tracking both United 93 and Delta 1989. Since
NORAD was aware of both, and both were clearly identified, it could not be that Delta 1989 had been mistaken for
United 93 at any time let alone for the 47 minutes that the hijacked United 93 was being tracked.

With certainty, the odds are vanishingly small that the three previous official accounts for the air defense failures
represented years-long points of confusion for every single Air Force officer who was involved. Alternatively, that all of
these military officers spent years lying to make themselves look bad is a claim beyond unbelievable. It is much more
likely that it was the 9/11 Commission that lied when it provided the fourth official account. Yet the people who call for
us to “Never Forget” are not likely to ever learn, let alone remember, any of it.

[1] Transcript of Hearing Before the Committee on Armed Services, United States Senate, October 25, 2001, U.S.
Government Printing Office

July 4, 2016  8 Replies

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rediscover911com on July 4, 2016 at 10:29 pm

General Richard Myers should be indicted, arrested and interrogated. http://911JusticeCampaign.org

 Reply

marvinsannes on July 5, 2016 at 1:54 am

Myth is accepted simply by being stated, if the statement is made by an “authority”. We accept as authority
almost all printed word, the priest class, government administrators, and now TV personality and those with
alphabet after their name. We hate to make our own decisions – weird!

 Reply

anthony hall (@UptiCToc107) on July 5, 2016 at 2:28 am

the USAF; the most bull-shitted Air Force in the History of Mankind , couldn`t defend New York City on 9/11 .
American Citizens Wake Up ! Your Rulers don`t act in your interests.

 Reply

Gary in Ottawa on July 6, 2016 at 12:29 am

Kevin,

I have followed your work (along with other prominent 911 researchers) for a long time. I have been thinking for
years how we get the ‘Smoking Gun’ out to the public.

I think I have stumbled upon something that might open some doors.

Is it not official protocol for the NTSB to investigate air traffic crashes ? Is it not also protocol, at an international
level, for the ICAO to administer/investigate ?

So what do these agencies say about the crashes of Flights 11, 175, 77 and 93 ?

In the case of 9/11, was the NTBS squashed out of the investigation by the FBI ? If yes, why? If no, what do their
reports say ?

Thanks.
 Reply

Adam on July 13, 2016 at 4:14 pm

US military always gets a pass on 9/11

But consider also Able Danger which was in fact a declaration of war on al Qaeda and as such data mining was
just the first phase, which came to an end around Jan of 2001. There is much more we don’t know about Abel
Danger because it’s all classified, one day we will find out.

And what to make of the Angel is Next message to Air Force One. It was then it wasn’t. But if it was it did come
through military code. How could al Qaeda have done that. I guess it wasn’t a thing then.

 Reply

MFL on October 14, 2016 at 8:10 pm

Who was “Giant-Killer”?

This is key: we have NEADS recordings clearly documenting that someone with “Giant-Killer” (“in THEIR wisdom”,
it was mockingly said) redirected the interceptors out over the Atlantic.

This was NOT Peterson/Cheyenne, AFAIK. So who WAS “Giant-Killer” (or did I miss something, above?)

Semper Fi,

– MFL

 Reply

Kevin Ryan on October 15, 2016 at 12:39 pm

In this article, GIANT KILLER is said to be the Navy’s Fleet Area Control and Surveillance Facility at Virginia
Capes.

Click to access Schreyer-Vol-33-Oct2012.pdf

This Wikipedia article says it is not that simple.

https://en.wikipedia.org/wiki/GIANT_KILLER

 Reply

MFL on October 28, 2016 at 7:35 pm

I don’t trust WikiPedia for sh**. I’ve caught them scrubbing the facts, and outright falsifying many an article –
specifically (perhaps especially) including those on 9/11. Several years ago, for example, I found their article on
the Twin Towers contained a statement to the effect that “The notion of Controlled Demolition arose only years
afterwards, with Steven Jones’ speculation…”. Which I promptly corrected, to reflect that NY firefighters Tardio
and Zoda, within hours of eye-witnessing the collapses, described it “as if they were using detonators (sic)” –
while making a chopping motions with their hands, illustrating a sequence of exploding of the floors, going
 downward – “as if they had PLANNED to take down a building”. And I duly cited this to the Naudet Brothers’
video, in which it is clearly documented.

Within just a few hours: scrubbed.

Now regarding their webpage to which you directed me (https://en.wikipedia.org/wiki/GIANT_KILLER – Thank

You!), as of today (10/15/16) it reads “*on September 11, 2001*US Navy personnel utilized the call sign (“GIANT
KILLER”) to vector three F-16s from Langley Air Force Base to the National Capital Region*”. This, at best is
extremely misleading and at worst yet another straight lie on WikiPedia – as that was exactly what did NOT
happen: “GIANT KILLER” directed the Langley F-16s AWAY from the National Capital. Nasypany (of NEADS) was
told by one of his controllers that they did it. And Nasypany later repeated his conviction (which was the
recording I heard) that GIANT KILLER had sent the scrambled fighters “out over the water”. And finally, this is
what the Langley F-16s actually DID DO.

Meantime, the reference to “US Navy personnel” remains consistent (though the specific identification still
obscured – in typical, WikiPedia fashion) with “GIANT KILLER” having been the Virginia Capes Fleet Area Control
and Surveillance Facility (at least) on 9/11/01.

The IDENTIFICATION is what it’s ALL about: WHO at Fleet Area Control and Surveillance on the Virginia Capes
GAVE THAT ORDER, on 9/11? Another key name(s) for our “Another 25” (and counting).

This clear involvement of the US Navy also makes a Person of yet Greater Interest Captain Charles J. Leidig: just
taking his office on 9/11 as NMCC Deputy Director of Operations – one of the three top hijack-response officials
and acting for the Pentagon – on precisely that day.

And Thank You for the link to the Schreyer article (which I am still studying), as well!

 Reply

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