The Eleventh Day

bombing of the U.S. Navy destroyer the USS Cole the previous year. In 1999, it noted, “bin Ladin was placed on the FBI’s ‘Ten Most Wanted’ list, and a $5 million reward is offered for his capture.”

CBS News fingered bin Laden half an hour after the first strike on the World Trade Center. U.S. intelligence, it said, had “for some time been warning that Osama bin Laden has not been heard from … they believed it was only a matter of time.” Half an hour after that, the National Security Agency—which spies on international communications—picked up the first indication that the intelligence had been accurate. A known bin Laden operative, talking on a phone in Afghanistan, was overheard speaking of having heard “good news.” Also intercepted were the words: “We’ve hit the targets.”

Airline computers were by now starting to disgorge printouts of passenger manifests for the hijacked flights. “Although in our collective gut we knew al Qaeda was behind the attacks, we needed proof,” recalled CIA director George Tenet. “So CTC [the Agency’s Counterterrorism Center] requested passenger lists … the initial response from some part of the bureaucracy (which parts since mercifully forgotten) was that manifests could not be shared with CIA. There were privacy issues involved. Some gentle reasoning, and a few four-letter words later, the lists were sprung.”

The manifests satisfied Tenet “beyond a doubt” that al Qaeda was involved. For thousands of FBI agents, they opened the way to a massive investigation that was to last far into the future—but immediately bore fruit.

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THE VERY FIRST LEAD was provided by the two flight attendants who phoned from Flight 11 in those last fraught minutes before the airplane hit the World Trade Center. Betty Ong and Amy Sweeney had between them provided the seat numbers of three of the five hijackers. “We could then go to the manifest,” FBI director Robert Mueller said later, “find out who was sitting in those seats, and immediately conduct an investigation of those individuals, as opposed to taking all the passengers on the plane and going through a process of elimination.”

The three passengers identified by the flight attendants were Satam al-Suqami and two brothers, Wail and Waleed al-Shehri, all Saudis. Among the Anglo, Russian, East European, and Latino names of the eighty-one passengers aboard Flight 11, two other names stood out: Moham—the computer had failed to complete the name “Mohamed”—Atta, and Abdul al-Omari.

A bright U.S. Airways employee in Portland, Maine, was already focusing on passengers Atta and Omari. On learning of the Trade Center crashes—two crashes at the same location in seventeen minutes had to be terrorism —security coordinator Diane Graney pulled the records to see if any passengers had left Portland for Boston that morning on the first leg of a longer journey. There were those two same names: Atta and Omari, booked to fly on to Los Angeles aboard American Flight 11.

Graney talked with the customer service representative who had checked in the two men. He remembered them, remembered that Omari had seemed not to know any English, that he had kept quiet and tagged along behind Atta. He remembered that, told he would have to check in again at Boston, Atta had “clenched his jaw … looked like he was about to get mad.” He remembered, too, that Atta had checked two bags. Graney called her manager, and together they called corporate security.

Before 6:00 A.M., it would emerge, a security camera at Portland airport had recorded the pair, Atta in a blue shirt and dark pants, Omari in lighter clothing, retrieving hand baggage from the X-ray machine at the security point. Nothing about their demeanor, nothing in the expressions on their faces, had betrayed what they were about to do.

It would be a long time before the pieces of the jigsaw would be found and seen to make sense. From Portland, it would be discovered, Atta had called two key fellow conspirators; Marwan al-Shehhi, a citizen of the United Arab Emirates, whose name appeared on the manifest of United Airlines Flight 175, the second plane hijacked; and a Lebanese man named Ziad Jarrah, who had flown on Flight 93, the fourth plane hijacked.

The Nissan rental car Atta had used, found where he had left it in the parking lot, contained a rental agreement in Atta’s name, maps of Boston and Maine, fingerprints and hairs—and a Chips Ahoy! cookie package. At other airports, however, and in other hotels and parking lots, there would be evidential treasure.

At Boston’s Logan Airport, where two of the hijacker teams had boarded their target airliners, the FBI found two cars, a blue Hyundai Accent and a white Mitsubishi Mirage. The Hyundai had been rented in the name of “Fayez Ahmed,” the two first names of Flight 175 hijacker Banihammad, from the United Arab Emirates. Phone records linked him, too, to Atta—they had spoken three times early on 9/11. Hotel stationery left in the Hyundai identified one of the Boston area hotels the hijackers had used, the Milner on South Charles Street. Banihammad had been ticketed for overstaying his time on a parking meter across the street from the hotel.

The white Mitsubishi at Logan was found rapidly, thanks to the man who had pulled up alongside and—as described earlier—reported the strange behavior of the three Arabs seated in it. The car had been rented by Flight 11 hijacker Wail al-Shehri, who had on the eve of the hijackings shared Room 433 at the Park Inn Motel near the airport with his brother Waleed and Satam al-Suqami. One of them, agents concluded, had slept in the bathtub.

Two comrades, Hamza and Ahmed al-Ghamdi—members of the same Saudi tribe but apparently not brothers—had stayed first at the upmarket Charles Hotel, just behind the John F. Kennedy School of Government, found it too pricey, and moved to a Days Inn. The Ghamdis were truly parsimonious. They tipped the driver of the cab that took them to the airport, on the way to hijack Flight 175, just 15 cents.

The contents of the cars at the airports and the hotel rooms, and the contacts the hijackers made, revealed an unexpected side of the Arabs—unexpected, that is, in supposed Muslim zealots. Muslims living according to their religious tenets are forbidden to engage in zinaa—premarital sex or adultery. Even masturbation is haram—forbidden—except in certain circumstances. Anecdotal evidence suggests that some of the future hijackers respected these rules. In one of the rooms they had used at a seaside motel in Florida, a witness was to recall, two of the men draped towels over pictures on the wall of women in bathing suits. These were all young men, however—most of them in their twenties—and probably knew they were soon to die.

English-language reading the hijackers left behind ranged from what the FBI inventory calls “romance-type” books to an old copy of Penthouse, found under a bed. Among the toiletries found in one of the cars were a dozen Trojan condoms. It would turn out that several of the terrorists had sought out prostitutes in their last days alive.

Many other, evidentially significant, clues came out of Boston. From tracking the phone records, it early on began to look as though Atta had headed the operation in the field. In both Portland and Boston, agents got started on a key element in the case—the money trail. A FedEx bill in a trash can, calls to the United Arab Emirates, calls to Western Union, an attempt to send money from a TravelX office—all were clues that contributed to understanding how the 9/11 attacks had been funded. Much of the money had come through two key contacts in the Emirates and—faithful to the Muslim precept that prohibits squandering wealth—the men about to die were returning what was left over.

There were ominous indications, too, that the hijackers had had associates in the United States. Agents puzzled over a strange incident involving a hotel room the hijackers had used. “A maid at the Park Inn,” an FBI report noted, advised “that an Arabic male answered the door of the room at approximately 11:00 a.m. on the morning of 9/11/01. The man asked her to come back later to clean because someone in the room was sleeping.” Who was the unknown Arab still in a hijacker’s room more than two hours after the hijackers had carried out their mission and gone to their deaths? And if there was a second man in the room, who was he? Were fellow terrorists, “sleepers,” at large in the United States?

In one of the hijackers’ cars, agents found a piece of paper with a name and a phone number, 589-5316, and—scrawled on a map in yellow highlighter—a second name and two numbers, 703–519–1947 and 703–514– 1947. The names related to men who could be traced—leading to manhunts, arrests, and protracted investigations.

Washington’s Dulles Airport, where the five American 77 hijackers had boarded, was replete with clues. Security camera pictures, and a detailed account by a security guard, seemed to indicate that several of the terrorists had reconnoitered a secure area of the airport the evening before the attacks. They may, too, have had the use of an electronic pass—another indication that the hijackers may have had accomplices.

There were major finds in the blue, California-registered Toyota Corolla found parked at Dulles. The vehicle was registered to Flight 77 hijack suspect Nawaf al-Hazmi, yet another Saudi, and he (and perhaps another man)