for the director of air traffic at FAA headquarters, Mary Ellen Kraus, said Flight 11 was still airborne. Kraus denied it (“Losing Flight 77,” www.911myths.com, handwritten notes of Dave Canoles interview, 3/25/04, “Dave Canoles, FAA WOC,” B2, Dana Hyde files, CF, MFR of int. Mary Ellen Kraus, 4/27/04, “FAA HQ—Mary Ellen Kraus,” B6, T8, CF).
57 new “track”: Miles Kara, “Archive for the ‘Transponder & Ghosts’ Category,” 9/11 Revisited, www.oredigger61.org, Traffic Situation Display (TSD) Demo, 4/13/04, “FAA HQ Floor Position Maps— Herndon,” B19, T8, CF;
58 “listening on a Telcon”: int. of Colin Scoggins at www.911myths.com;
59 “Shit!”: 9/11 NEADS Tape Transcription, “NEADS-CONR-NORAD Transcripts, NEADS Channel 2,” B3, NYC files, CF, CR, 461n149.
60 9:30 fighters into air: CR, 27. Two planes on alert duty were ready and loaded with live missiles, while the third—the “spare”—had only its 20mm gun. The pilots were Major Lou Derrig, Captain Dean Eckmann, and—piloting the spare—Captain Craig Borgstrom (Spencer, 115–, 142–).
61 Nasypany figured: MFR 04016778, 1/22 & 23/04, MFR 04016771, 10/27/03.
62 NEADS ordered/tower sent: “Staff Statement 17,” CO, MFR 04016771, 10/27/03. The Commission Report offers three explanations for the change of course. One, that the scramble order had given no distance to the target, nor where it was. Two, that the pilots followed a “generic” flight plan designed to get them out of local airspace. Three, that the lead pilot and the local FAA controller assumed that the Langley tower’s instruction superseded the order received from NEADS. According to author Lynn Spencer, who interviewed members of the unit involved, Captain Dean Eckmann assumed the fighters were “being vectored eastward in order to fly around the traffic in their way. He doesn’t second-guess the instructions.… The jet’s targets are customarily out over the ocean.” There is, however, no mention of traffic on the Air Traffic Control tapes (CR, 27, Spencer, 143–; corr. Miles Kara, 2011).
63 NEADS finally learned: American Airlines executive vice president Gerard Arpey had been told at 9:00 A.M. that communications with American 77 had been lost. As reported in Ch. 4, the FAA controller at Indianapolis Center had his last routine contact with Flight 77 as early as 8:54 (CR, 8–);
64 “Let me tell”: 9/11 ATCSCC Tape Transcription, “NEADS-CONR-NORAD Transcripts, NEADS Channel 5,” B3, NYC files, CF;
65 “Latest report”/“not sure”/“rumor”: 9/11 NEADS Tape Transcription, “NEADS-CONR- NORAD Transcripts, NEADS Channel 7,” B3, NYC files, CF;
66 “Get your fighters”: “Transcripts from Voice Recorder, Channel 14,” B20, T8, “NEADS Transcripts color-coded,” CF;
67 asked where fighters/“I don’t care”: 9/11 NEADS Tape Transcription, “NEADS- CONR-NORAD Transcripts, NEADS Channel 2,” B3, NYC files, CF;
68 Scoggins back/“Delta 1989”/“And is this one?”: Chronology of Events at Mission Coodinator Position, 9/24/03, “Boston Center—Colin Scoggins,” B3, T8, CF, 9/11 NEADS Tape Transcription, “NEADS-CONR-NORAD Transcripts, NEADS Channel 7,” B3, NYC files, CF. Based on a Commission staff timeline, the authors have taken 9:39 as the time Scoggins warned NEADS about Delta 1989—even though the Commission Report uses a time of 9:41. (“Timeline of the Events of the Day,” www.scribd.com, & see MCC log, “Miles Kara trips,” B19, T8, CF, Farmer, 193– v. CR, 28).
69 Boston speculated: Miles Kara, “Archive for the Delta 1989 category,” 9/11 Revisited, www.oredigger61.org, & see Position 15, Parts 2 & 3, “ATCSCC Tape Transcription,” B1, T8, CF. In a chronology he gave the Commission of the day’s events, Scoggins noted that an “Open Telcon reports that DAL1889 [
70 NEADS tracked: MFR 04016777, 10/28/03, Miles Kara, “Archive to the ‘Transponders & Ghosts’ Category, 9/11 Revisited,” www.oredigger61.org, Kara to Brinkley, 1/26/04, “Misc. Loose Documents re. Delta 1989,” B5, T8, CF, UA93 & Andrews Timeline, “Andrews AFB Logs—Timelines, UA93 & Andrews,” B4, Dana Hyde files, CF.
71 only plane able to tail: NEADS had also been able briefly to pinpoint and track Flight 77, even though the FAA alerted it to the problem with the airliner only at 9:34, only some three minutes before it struck the Pentagon (Miles Kara, “Archive for the ‘Transponders & Ghosts’ Category, 9/11 Revisited, www.oredigger61.com);
72 “land immediately”/“Confirm”/“unreliable”/Cleveland panic/pilots feared/“you’re a
73 Scoggins, “might not be”: 9/11 NEADS Tape Transcription, “NEADS-CONR-NORAD Transcripts, NEADS Channel 7,” B3, NYC files, CF, Summary [slugged as Timeline of Events of the Day], “Boston Center—Colin Scoggins,” B3, T8, CF, Farmer, 211.
74 trying to get fighters: MFR 04016778, 1/22 & 23/04, MFR 04016771, 10/27/03, 9/11 NEADS Tape Transcription, “NEADS-CONR-NORAD Transcripts, NEADS Channel 2,” & ATCSCC Tape Transcription, “Channel 5,” B3, NYC files, CF, Staff Report, “The Four Flights and Civil Aviation Security,” 8/26/04, CF, 101n391. NEADS asked two additional bases to provide fighters—Selfridge, in Michigan, and Toledo, in Ohio. Contrary to reports at the time, it appears that they were unable to help during the Delta episode. The Selfridge Air National Guard fighters were in the air, but had expended all their ammunition on a training exercise. They did not land until 10:29. Two Toledo F-16s were to take off, but—according to Colonel Marr—only after the Delta 1989 episode was over and after United 93 had been shot down (“The Unthinkable Had Happened,” 2007, www.candgnews.com,
75 I believe: ATCSCC Tape Transcription, “Channel 5”;
76 NEADS told nothing: ibid., 9/11 NEADS Tape Transcription, “NEADS-CONR-NORAD Transcripts, NEADS Channel 2,” B3, NYC files, CF, MCC Log, “Miles Kara Trips,” B19, T8, CF, CR, 30;
77 controller heard/reported promptly: int. John Werth, CR, 28, FAA Memo, “Full Transcription: Air Traffic Control System Command Center, National Traffic Management Officer, East Position, 9/11/01,” B1, NYC files, CF;
78 Uh, do we want to think?/FAA staffer reported/“does not believe”: ibid., MFR 04018154, 11/24/03, CR, 461n167.
79 132 NEADS knew nothing: MCC/T Log, “Miles Kara Trips—MCC Log,” B19, T8, CF. Ironically, this was the one time during the morning that U.S. forces might have been in a position to intercept one of the hijacked flights. In the words of Commission staffer Kara, “it was only because of a proactive error by Boston air traffic controller Colin Scoggins [suggesting that Flight 11 might still be aloft] … that the nation’s air defenders had any real chance to defend against Flight 93.” The flap over the nonexistent Flight 11 got fighters from Langley in the air, where they established a Combat Air Patrol over Washington by 10:00. It was a patrol at that stage, however—an impotent patrol. It had no rules of engagement, no knowledge of the real flight that was missing, United 93 (“Archive for the Andrews Fighters Category,” www.oredigger61.org);
80 “we were always”: int. of Colin Scoggins (under his Internet name of Cheap Shot), “Q&A with Boston Center Air Traffic Controller,” http://sites.google.com.
81 “We believe”: Spencer, 286;
82 “watching United”: “Conversation with Maj. Gen. Larry Arnold,” www.codeonemagazine.com, 1/02.
83 magical feat/no one reported: The FAA’s call alerting the military to United 93’s situation was at 10:07, and the airliner had crashed at 10:03. Seven minutes later, NEADS was told that the plane
