911 UA93 - UA175 Johnstown mystery
Ningen wrote:
I think it is odd that even late in the afternoon on 9/11, United Airlines was still not acknowledging that Flight 175 had hit the South Tower, but merely said it had confirmed the loss of the aircraft and was sending people to New York based on information received from authorities:
http://web.archive.org/web/20010911230854/www.ual.com/Response/PressReleases/0,11641,-1__1760_1,00.html
Earlier today, United confirmed the tragic loss of two flights:
* United Flight 93, a Boeing 757 aircraft, departed from Newark, NJ, at 8:01 a.m. local time, bound for San Francisco with 38 passengers onboard, 2 pilots and 5 flight attendants. The aircraft crashed near Johnstown, PA.
* United Flight 175, a Boeing 767 aircraft, departed from Boston, MA, at 7:58 a.m. local time, bound for Los Angeles with 56 passengers onboard, 2 pilots and 7 flight attendants. United has confirmed the loss of this aircraft. Last radar contact with the aircraft was between Newark, NJ, and Philadelphia, PA.
United has a team en route to Johnstown, PA, to assist in every possible way with the investigation and to provide assistance, help and support to family members. Based on information received from the authorities, United is also sending employees to the New York City area to assist in every way it can with this tragedy.
Johnstown Air Force Training Facility Pa,
Photos:
TELESCOPING DOORS
9:53 FAA headquarters informed Command Center that the deputy director for air traffic services was talking to Deputy Administrator Monte Belger about scrambling aircraft. Then Command Center informed headquarters they lost track of United 93 over the Pittsburgh area. Within seconds, Command Center received a visual report from another aircraft, and informed headquarters that the aircraft was 20 miles northwest of Johnstown. A second aircraft had also spotted United 193.
10:01 Command Center advised FAA headquarters that one of the aircraft had seen United 93 "waving his wings." The aircraft had witnessed the radical gyrations in what investigators believe was the hijackers’ effort to defeat the passenger assault.
10:03:11 United 93 crashed in a field near Johnstown, Pa., 125 miles from Washington, D.C.
10:07 The military's NEADS (the Northeast Air Defense Sector) received a call about United 93 from the military liaison at Cleveland Center. The center was unaware that the aircraft had already crashed.
10:08 Five minutes later, Command Center forwarded this update to headquarters:
Command Center: OK. Uh, there is now on that United 93.
FAA Headquarters: Yes.
Command Center: There is a report of black smoke in the last position I gave you, 15 miles south of Johnstown.
FAA Headquarters: From the airplane or from the ground?
Command Center: Uh, they're speculating it's from the aircraft.
FAA Headquarters: OK.
Command Center: Uh, who, it hit the ground. That's what they’re speculating, that's speculation only.
The aircraft that spotted the "black smoke" was an unarmed Air National Guard cargo plane that also had seen American 77 crash into the Pentagon 26 minutes earlier. After being diverted to track American 77, the cargo plane had resumed its flight to Minnesota and saw the smoke from the crash of United 93, less than two minutes after the plane went down.
from NPR timeline
http://www.npr.org/templates/story/story.php?storyId=1962910
United has confirmed it will dispatch a team to Johnstown, Pa.
washingtonpost.com
ABCNEWS.com : United Plane Crashes Near Pittsburgh
A United Airlines flight believed to have been hijacked crashed today southeast of ... United has confirmed it will dispatch a team to Johnstown, Pa., ...911research.wtc7.net/cache/planes/
The Johnstown-Cambria Airport "Terror" Team The final procedures: Johnstown, Pennsylvannia and DC
Many 9/11 researchers pray it all over again: "There were lots of warnings."
It was more than this. The United States lied to us. During 2001, especially in the summer, they
mentally prepared, drilled, trained and brainwashed local U.S. communities about a pending
(bio-)terror attack, including in the areas of Westmoreland County/Johnstown/Shanksville, Florida,
DC and New York. In these 2 parts we will once again focus on the Johnstown Area, which was 30
miles away from the official crash of "flight93".On September 10th, 2001, the day before 9/11, the Cambria County Local Emergency Planning Committee, had their final "terror meeting" of many, which
took place in the area around Shanksville....
The lost "terror drills ? Pt.11a This final chapter includes the real reason of "wargames"
as a planted distraction to "anti terror drills", two government "agents" on Delta1989 and Colgan5930?,
Amalgam Virgo "1.5", Rosetta Stone, the significance of 1951, Tinker AFB, White Sands, STARS,
Club Cabana, Coalminers with Tomahawks, Flight91, the story of Dave Friedman, Scrap Yards and the WTC,
a mysterious yellow cord, American Airlines in Shanksville, more from Buffalo, Dayton and the
Westmore County drills, the soldier disguised as a firefighter, a passenger who died "twice",
Codeshares, more BTS, the lost motel manager, Operation Provide Comfort, Honolulu and more...
The lost "terror drill"? Pt.11b
9/11 was a combination of older terror drills, NOT wargames! Major parts had been also tested during Amalgam Virgo 01 (June 2001) and during three until recently lesser-known drills in Westmoreland County, Buffalo and Dayton. These three drills had odd similarities with the fate of Flight 77, Flight 11, Flight 175 and Flight 93.
Flight 93 aka N591UA, Westmore County drill
My story of Flight 93 aka N591UA starts already on June 12, 2001. On this weekend the Pittsburgh-area emergency personnel of Westmoreland County, the area around Shanksville, had already participated in full-scale mock-disaster drills. Once again, these drills had nothing to do with "wargames", but clearly have to be defined and distinguished as anti-terror drills:
Tribune-Review reported on the weekend of June 19th, 2001, that the U.S. Department of Defense spent nearly $23,000 to stage a 3-hour event which was called "Exercise Mall Strike 2001":
"...Participants in the anti-terrorist drill responded to a fictitious report of an explosion at the Greengate Mall. Mock victims at the scene were treated for exposure to chemical or biological contaminations...".
591UA was it flight 93, 175 or both
the 2 flight 93's
On September 10th tail #591UA was recorded at 2 places at one time, thats just the beginning!
flight 93 (or was it?) backtracking tail #'s the 2 591's
Did the Airlines know something in advance ?
BTS database once again
"Twin tails" of pre-Flight 93 and other "phantom flights"
The official timeline of Sep11th is breaking apart.
Atta's Portland flight didn't exist; various flights of the official flights or the tail numbers of their
precursors existed twice; new, recently unknown terror drills show,
that the scenario of 9/11 was well known; the new "flight plans"
and meeting points of the alleged hijacked flights included too many coincidences;
the planners of the "hijack" must have had inside knowledge
about other flights and their cancellations as well.
On September 10th 2001 a plane with the tail# N591UA was reported
in 2 different places at the same time accoring to a Government database at www.BTS.gov
this plane was reported the next day to have crashed as flight 93.
Did Flt 11, Flt 93 and Flt 175 'Survive'
Flight 11 was spotted on the radar screens at 8:48 by New York ARTCC controllers:
The New York Center controller and manager were unaware that American 11 had already crashed...
(9/11 report, p.21)
Flight 11 was reported at 9:21 by Washington ARTCC controllers as "heading towards Washington":
discussion
The New York "Approach Control" radar should have seen the aircraft, if the transponder was on
- OR as primary returns; if they were looking for them, or by coincidence.
At 8:40 happened the last transmission from UA 175. It stated that they had heard a suspicious transmission (most likely from Flight 11). Minutes later it turned southwest without clearance from air traffic control. At 8:47 it?s transponder code changed, and then changed again. (Commission Report, p. 21)
WoodyBox: How to steal an airliner and fake a hijacking
"The Secret Hijacking The Fifth Plane landed in Cleveland..." (Woody Box)
In the morning of September 11, Delta Flight 1989 made an emergency landing at Cleveland Airport. This is a well established fact. Less known to the public is that another airplane landed under similar circumstances about half an hour later, on a different runway.
The Cleveland Airport Mystery
Delta flight1989 - wasn't hijacked, and there was no bomb. However, a closer examination reveals a bunch of conflicting statements concerning Delta 1989. This article will prove that not 1, but 2 planes made an emergency landing in Cleveland.
Michael Kane: "9/11 War Games ? No Coincidence"
(special thanks to Barbara Honegger for her early work on this line of research)
?I have an on-the-record statement from someone in NORAD that on the day of 9/11 The Joint Chiefs of Staff (Richard B. Myers) and NORAD were conducting a joint, live-fly, hijack Field Training Exercise (FTX) which involved at least one (and almost certainly many more) aircraft under US control that was posing as a hijacked airliner. Mike Ruppert - June 5, 2004, editor of FTW
fromthewilderness.com
while the official account has Flight 11 being boarded at gate 26,
the flight actually took off from gate 32.However, no passengers
actually boarded at gate 32, instead boarding at gate 26...
Air Traffic Control Center Ronkonkoma- Red Herring or Cover-up?
What does the FAA have to hide?
As recently reported by NY Times columnist Matthew L. Wald, the FAA obviously destroyed some evidence of 9/11. Wald wrote about the destroyed FAA tapes from 9/11. "...at the New York Air Route Traffic Control Center in Ronkonkoma, which handles long-distance traffic around the New York metropolitan area, the first inkling of a hijacking that most controllers had was when a supervisor came to the cafeteria and asked if he could change the television channel to CNN. "Our TV's are always tuned to ESPN," one controller said. The television screen showed one tower of the World Trade Center with a hole in it. "We didn't know what kind, what airplane. There were rumors it was a 737,
One of the most disturbing questions of September 11th, is about the "stand down".
Was there some possible evidence on the "Delaney"-tape?
http://portland.indymedia.org/en/2004/05/288004.shtml
"Flight 11 - The Twin Flight"
What gate did flight 11 take off from?
transcript of call from flight 11 with comments... great thread
911 Update - Flight 11 Never Made It To Boston?
MALE VOICE: "Which flight are you on?
BETTY ONG: "Flight 12"
rense.com/general63/fltn.htm
Also,
Looking at the BTS depatrure data from Dulles on September 11th,
I noticed a flight with the tail number N078AA
the problem is, this plane never existed. It was never entered into the American Airlines databse ?
Betty Ong call !!!
I cant believe i hadn't seen this before. In listening to the call with Nydia talking to the AA security officer (the second recording), something didn't sound right to me. The AA officer asks Nydia about 2 passengers. At that point, she (Nydia) hadn't mentioned anything about 2 passengers ?? (many comments)...
Security at Dulles AGAIN - AND- flight 91 and flight 93 !
18 (or more?) people were "NOT SUPPOSED TO FLT THAT DAY" on flight 93.
So how many passengers bought tickets for flight 93 ahead of time? ANY?
9/10- 9/11: The Johnstown "Terror Team" Cover-up http://inn.globalfreepress.com/modules/news/index.php?storytopic=4
911
9/10- 9/11: The Johnstown "Terror Team" Cover-up
Two chapters by Ewing2001 and John Doe II (Team 8+*)
Pt1: 9/10: The Johnstown-Cambria Airport Terror Team -By Ewing2001
Pt2: 9/11: What's happening at Johnstown-Cambria Airport? -By JohnDoe II
Pt.1
The Johnstown-Cambria Airport "Terror" Team
By Ewing2001
December 6, 2004
The final procedures: Johnstown, Pennsylvannia and DC
Many 9/11: researchers pray it all over again: "There were lots of warnings."
It was more than this. The United States lied to us.
During 2001, especially in the summer, they mentally prepared, drilled, trained and brainwashed local U.S. communities about a pending (bio-)terror attack, including in the areas of Westmore County/Johnstown/Shanksville, Florida, DC and New York.
In these 2 parts we will once again focus on the Johnstown Area, which was 30 miles away from the official crash of "flight93".
On September 10th, 2001, the day before 9/11:, the Cambria County Local Emergency Planning Committee, had their final "terror meeting" of many, which took place in the area around Shanksville....
They were not alone.
Let's make this very clear at this point, every focus on "warnings" or "wargames" only, is misleading and supporting the "negligence theory".9/11: was not the result of negligence.
The United States orchestrated the attacks on highest military- and intelligence level and sent their representatives into the particular areas.
Despite claims of some researchers, it is not clear, who and how many of the White House officials had been actively involved in the whole 9/11: plan, but some of them, who have, had strong connections to Douglas Feith and the PNAC think tank.
One of the key persons outside the White House, which obviously had prior knowledge about a pending attack, was Rep. John Murtha in Pennsylvannia, who had a huge address book with military contacts.
During the last days before 9/11:, nothing was as usual.
Various anti-terror teams in the United States, met to exercise and analyse a pending terror attack. Some of them "did" 9/11:.
On September 8th, at the Buffalo Niagara airport (NY), an Erie County practice run included a "full-scale terrorist exercise".
More than 350 participants were involved in this exercise that simulated an aircraft landing with a terrorist on board and the threat of an explosive device on the plane.
On September 10th, as reported by Newsweek, a group of top Pentagon officials suddenly canceled travel plans for the next morning, apparently because of security concerns.
On the same day, the NRO, another U.S. Intelligence Unit, prepared the last steps of their Sep11th-"scenario":
Crashing planes into their headquarter.
Furthermore, the NSA received a coded terror message: "Tomorrow is Zero Day".
The countdown continued...
On September 10th, also 10 members of the "Cambria County Local Emergency Planning Committee" (CCLEPC), met in the air traffic control tower at the John Murtha Johnstown Cambria County Airport in Richland Township, which would face only a couple of hours later, a strong incident: 9/11 and the alleged hijack of Flight 93 into this area.
Sergeant James Koshute, Michael Hoover, Ron Springer, Ralph Saylor, Bernie McCreadie, June Kania, Mike Huss, Vikki King, Georgia Lehman and Leah Spangler met at the airport on 9/10.
Did they or their contacts have prior knowledge about 9/11:, or was one of them even involved in an "Inside Job"?
Let's take a closer look into the background of the participants...:
Sergeant James Koshute
Sergeant James Koshute of the 258 Air Traffic Control Squadron from the Pennsylvania Air National Guard served as the host.
Generally ignored in all mainstream articles about the official story, this military unit moved already on Sep. 1, 1997 to Johnstown-Cambria County Airport, in mid-2001 renamed to Murtha Cambria.
Johnstown Cambria was basically also a military airport, long time before 9/11.
They had the United States Marine Corp., the Army National Guard, the Department of Military and Veterans' Affairs and the 258th at the airport.
In 1999, the tower, operated by the Pennsylvania Air National Guard, was contracted by the Army Corps of Engineers, designed by Baker Associates and built by Cleveland Construction Co.(CCI)
The 258th was very experienced in military radar operations.
During 1995 and 1996 at "Operation Snake Bite", air defense operations in Florida, but also
assisting the FAA, by providing their mobile tower and personnel in Erie and Ohio.
In August 1999, Rep. John Murtha opened a new, $2.5 million passenger terminal.
Prior, he also brought in $48 million for National Guard and Reserve facilities for national defense with over 200 full-time personnel, including the new Air Traffic Control Tower.
In the same month, former President Clinton signed a new military construction appropriations that included $6.2 million to construct an Air National Guard Air Traffic Control Training Complex and $6.3 million for an Army Reserve Maintenance Facility, both to be built near the Johnstown-Cambria County Airport.
More on Murtha later.
It should be also mentioned, that in opposite to reports about ATC Cambria/ Johnstown, the 258 Air Traffic Control Squadron, had their own professional AN/MPN-14 Radar Set.
It was a "complete ground-controlled approach facility.. to identify and locate approaching aircraft and instructed pilots in guiding their aircraft to a safe landing during reduced visibility."
Did they use it on Sep11th, to track "flight 93"?
(Photo: Ron Springer in a June 2003 exercise)
Ron Springer, Ralph Saylor
Ralph Saylor was the local Assistant Fire Chief, Ron Springer director of the "Cambria County Emergency Management".
Springer resides in Ebensburg, PA.
Following the activities prior the Sep10th "terror meeting", it becomes clear, that their members had been involved into terror scenarios during the whole year, and carefully briefed on possible attacks.
From the timeline during mid 2001:
May 22
Robbin Melnyk, Carol Peretin and Bernie McCreadie met with officials from Verizon concerning 9-1-1 telephone systems.
May 23rd
Ron Springer, Ralph Saylor and Bernie McCreadie represented the Department at a planning session on developing a countywide Hazard Mitigation Plan.
July 11
Ron Springer attended a pilot's group meeting at the John Murtha Johnstown Cambria County Airport concerning aircraft search and rescue operations and available resources.
It seems, that Springer was with the "Region 13 Task Force", which was already formed three years before the Sept. 11, 2001, attacks, in 1998.
This group, formed as a federal pilot program, "unified training and used pooled resources to improve readiness".
Director of this group was Robert Full: "It has been a strong partnership since 1998".
July 17
Ralph Saylor represented the Department at a program/software review session on terrorism preparedness with "Consequence Management Interoperability" (CMI) in Johnstown.
The significance of both July 11 and July 17th meetings, point on another important connection between Johnstown and the Pentagon:
The so called "Consequence Management Interoperability System" (CMIS), was in reality developed by the U.S. Marine Corps Systems Command CSLE Marine/NBC.
After 9/11, CMIS, was renamed into DMI – Services or Disaster Management Interoperability Services (DMIS), possibly to cover their tracks.
CMI-Services was also funded through the Department of Defense.
Their newsletter editor during 2001 was Roger N. Fritzel from Battelle, another bio defense contractor.
During the 2001 "terror meetings", the developer of CMIS aka DMIS, also offered for participants of these meetings, to become stakeholders of their emergency software.
Some of them obviously became partners, made some money and shut their mouths.
Also, the "Region 13 Task Force", worked later with another emergency software product, which was connected with the military.
This emergency software was developed by Evoxis Inc., which used to make automated communications software for the financial services industry.
Evoxis was founded in July 2001, by Mohan Ramani, who came from Clairvoyance Corporation.
Vice President Christopher Dinnin joined Evoxis following a 16-year career at Accenture.
Laurie Ann Sims, another vice president, came from Westinghouse Communications and Adelphia.
Many others worked prior Evoxis for Marconi.
Marconi, Accenture and Westinghouse are Pentagon contractors.
(After 9/11, Accenture became also part of a military task force, together with Northrop-Grumman, Lockheed-Martin and EDS, pushing the e-voting industry.)
The role of these pre-9/11 "terror softwares" and their psychological impact of their background becomes even more clear, if we look into the connections of another member of the Johnstown Terror Meetings, Michael Huss:
Michael Huss
Fire Chief Michael Huss worked for the City of Johnstown and had many interesting connections.
Prior to the Sep10th-"terror meeting" at the Johnstown airport, he also was involved in two "stakesholder meetings" of CMI-Services (CMIS), on July 17 and 18.
Attending these meetings high rank U.S. Military Officials:
Dr. Scott M. Eyestone, lead functional analyst of CMIS and consultant to the U. S. Department of Defense (DoD).
Tim Baughman, Director of the Western Region of the Pennsylvania Emergency Management Agency (PEMA).
Colonel Richard Kiehart, USAR, Commanding Officer of the 464th US Army Reserve Chemical Brigade stationed in Johnstown, specialised in advanced drills (see below).
Kiehart, was present for the kick-off briefing during these Johnstown Meetings.
CMIS/DMIS is run by Dr. Scott M. Eyestone, consultant to the D.O.D., and Richard D. Munnikhuysen, who was Battelle's Director of DoD Operations.(see CMIS history* at Notes)
As an acquisition specialist in the U.S. Navy, Munnikhuysen served in various capacities on major weapon systems acquisition projects (the AEGIS program*).
Fire Chief Huss, apparently targeted as a stakesholder for CMIS/DMIS, was also involved in another terror "workshop" on July 9th
Among the attendees included:
Jerry Mothershead, Department of the Navy
Dr. Scott Eyestone, CMIS
Romaine Session Key, Senior Systems Analyst for CMIS,
former Project Manager for the Air Force,
computer specialist with the Air Force Audit Agency
plus Dr. Barry Erlick, ex-USAMRIID!
Here we also have another coincidence pattern of the 9/11-anthrax connection, often ignored by many 9/11 researchers.
Erlick- head of the Military Intel Terror Operation in Johnstown/Shanksville?
The background of Dr. Barry Erlick was obviously helpful to prepare the responsible fire units in this area on a pending terror attack. Erlick represented the perfect authority for this purpose:
Between 1978 and 1982 he served as a Principal Research Investigator and Deputy Chief, Viral Biology, U.S. Army Medical Research Institute of Infectious Diseases (USAMRIID) Fort Detrick, Frederick, Maryland.
In 1982 Dr. Erlick joined U.S. Army Medical Information and Intelligence Agency, renamed the Armed Forces Medical Intelligence Center (AFMIC) in 1986.
Since 1982 he served in numerous senior level positions for AFMIC and the Defense Intelligence Agency (DIA) including; Chief of the Scientific & Technical Division and Chief Scientist, AFMIC; Chief of the Department of Defense (DoD) Biological Threat Analysis Center; Chairman of the Chemical and Biological Warfare Subcommittee of the Weapons and Space Systems Intelligence Committee of the Director of Central Intelligence; and Senior Scientist and Deputy Chief of the Chemical and Biological Warfare Analysis Division, DIA.
Chief Scientist, Special Programs Battelle Memorial Institute.
Erlick also served as the Defense Intelligence Agency’s Chief Scientist for Biological and Chemical Warfare before joining the Department of Agriculture in June 2001.
It appears to be strange, that after an impressive career at military and intelligence, Erlick decided to work at the Department of Agriculture.
Was the purpose of Erlick's position to have an input on the pre-terror script of Sep11th?
During these workshops and all other forthcoming meetings, their protocols also promoted the following event of August 6-10, 2001, which they promoted, "will be of interest to CMI-Services stakeholders":
The International Conference on Disaster Management, Rosen Centre Hotel Orlando
A look into the archive of this event, and other sources, reveals, that David Tait, President of this Conference, was promoting this event since at least early May 2001, by
sending out emails about it.
Only 4 weeks away from 9/11, this conference on Disaster Management included the American Red Cross, Department of Justice, FEMA, FBI, National Emergency Management Association (NEMA), International Association of Chiefs of Police, Institute on Business and Home Safety, the National Domestic Preparedness Office and others.
One of the participants of this conference was Trina Hembree, executive director of NEMA.
Interestingly, Hembree even "predicted" 9/11, in one of her early studies.
As one of the NEMA newsletters reveal, in 2000 she wrote already a "prophetic essay", "Terrorism Comes to America," and worked since then with state emergency management directors on domestic preparedness.
Coincidentally, on Sep11th, Hembree was at the annual terror conference of NEMA in Big Sky, Montana, and together with high rank officials from FEMA, the Federal Emergency Management Agency:
"...She watched the state directors switch from speechless shock at the horror on large-screen TV to hectic activity..."![[Image]](http://www.thehawkeye.com/features/2001/911/wtcpics/wtutah.jpg)
The NEMA conference (photo above) seems to be not the only one, which "coincidentally" invited top security specialists for Sep11th.
Also, on the same day, "Jane's Facility Security", organised by the leading source of information on defense, met at the West Coast Salt Lake Hotel.
Terror Targets New York, Florida, DC
The United States was not only prepared on an attack, they also observed some terror patsies, had their informants, infiltrated alleged "terror cells" and trained emergency units on the possibility of an attack, including crashing and collapsing Towers, everything during the same time period:
NEW YORK:
In 1999, the U.S. Airforce Airman's Manual, showed the Twin Towers as "units with target potential", as seen above, discovered by theMemory Hole.
On May 17th, 2004, recently appointed Homeland Security chief Bernard Kerik, confirmed at the 9/11 panel, that he had been involved in "drills and tabletop exercises simulating a bio/chemical attack", "blackouts, plane crashes" and "building collapses"!
Kerik said, that "all tested the effectiveness of the city's coordinated response system".
FLORIDA:
Between June 1-4, 2001, the "terrorist" exercise AMALGAM Virgo 01, took place at the Tyndall Air Force Base, Fla. The exercise also included MQM-107 drones, which might have been useful for a switch-plane scenario.
Only 3 weeks later, apparently the anthrax attacks on Florida, had been drilled at "Dark Winter". The anthrax attack was obviously delayed and took finally place October 2001, though the White House already took vaccines on Sep11th.
DC:
The same pattern also in Washington, DC.
Many fire units had been well prepared for a terror attack.
(See also The lost terror drill? -Chapter 11)
In May 2001, the Tricare exercise included a crash of a Boeing 757 airliner into the U.S. military’s headquarters.
Coincidentally, on the morning of 9/11, three (!), fire units had been involved in an exercise:
Fire Truck 101 from the Arlington County Fire Department
The same fire unit was already involved in the May 2001 “Abbottsville” drill, a sequel of Don Abbott's (Fieldsoft) November 2000-Pentagon Plane Crash exercise.
Fort Belvoir Fire Department
The same fire unit was also involved in a satellite-link exercise from April 2000, conducting "Urgent Victory", a war exercise in Grafenwoehr, Germany., together with the 464th Chemical Brigade, originally stationed in Johnstown.
Fort Myer fire fighters
Including one assignement at the Heliport Station at the Pentagon!
According to the statement of Alan Wallace, he was "assigned there the day before as well".
On the morning of Sep11th, he was supported by Mark Skipper and Dennis Young.
They arrived "at about 0730".
He also said, that there were two other individuals at the heliport site:
Sean Berger (U.S. Army personnel) and Jackie Kidd, both active duty Army.
Wallace confirmed, that it was a new fire station, rarely used and they also used a new crash truck "an Emergency One Titan 3000".
As it turns out, their truck had been strangely disabled and became useless.
Its back end was on fire, having been parked against the building with the front end facing the heliport.
Wallace said, as part of the exercise, at about 08:30 AM, he "decided to pull the crash truck outside of the fire station and place it in a position more accessible to the heliport landing site.". It wasn't explained, what happened afterwards.
On another note, Wallace also pointed out, that "so many people think" Mark and he watched the plane hit the building:
"...We did NOT. We only saw it approach for an instant..."
Let's go back to the Shanksville area and Johnstown Airport, on the morning of Sep11th.
A careful analysis of all mainstream articles, sorted into a new timeline by John Doe II, shows, that something in the official "hijacked" rout doesn't add up.
A common claim, that flight93 was heading from the south towards Johnstown Airport is a clear
contradiction against the official flight path.
Did Flight 11 really pass this area and crashed over there?
Pt.2
What's happening at Johnstown-Cambria Airport?
By John Doe II
What's happening at John P. Murtha Johnstown-Cambria County Airport
on 911?
In the days after 911 the following story is widely reported:
"Dennis Fritz, the air traffic manager, got a call from controllers in
Cleveland warning the Johnstown airport -- which has no radar of its own
-- *that a large aircraft was 20 miles south and had suddenly turned on
a heading for Johnstown.*
*"It was an aircraft doing some unusual maneuvers at a low level, which
is unusual for an aircraft that size,*" Fritz said last night.
""Supervisor Dennis Fritz and controller Thomas Hull picked up
binoculars -- the tower has no radar -- and scanned the horizon to the
south. The day was clear and, from the highest point in the area, they
could spot radio towers in neighboring Somerset County. *A large plane
would have stood out.*
"We didn't see a thing," Fritz said."
(This was) leading Fritz to believe that the plane was flying somewhere
in the 2,800 foot high ridges in that part of the Allegheny front.
http://www.post-gazette.com/headlines/20010912crashnat2p2.asp
"Dennis Fritz, director of the municipal airport in Johnstown, Pa., said
the *FAA called him several times as the plane approached his city*, and
even warned him to evacuate the tower for fear the jet was going to plow
into it.
(Washington Post, 9/13/01)
"When they (Cleveland) called back a minute later, it was 15 miles away.
They suggested we evacuate the tower and the airport because they didn't
know what was going to happen here. The aircraft was not communicating."
(Philadelphia Inquirer, 9/13/01)
*"'On the first call from Cleveland, they said a 757 was heading in our
direction at about 6,000 feet and descending,'* Fritz said. "They were
repeatedly trying to raise the pilot on the radio, but there was no
answer. " Within minutes, Fritz said, he began to move people from the
tower but hesitated to abandon it completely because he felt the
incoming plane might be in distress and need to make an emergency
landing."
(Bergen Record, 9/14/01)
*"Ninety seconds later (after first call), Cleveland called back. The
plane was now 15 miles south and heading directly for the Johnstown
tower. ***
"We suggest you evacuate," they told him.
Fritz ordered trainees and custodial staff out of the 85-foot tower. He
and Hull stayed at their posts and scanned the south with binoculars. It
occurred to Fritz that the plane must be flying below the level of the
mountain ridges around them."
www.post-gazette.com/headlines/20011028flt93mainstoryp7.asp
""Dennis Fritz, chief air traffic controller at the Johnstown airport,
said he ordered the evacuation of nonessential employees at the tower
and the airport around 10 a.m. Tuesday after being alerted to 'a large
aircraft 20 miles to the south.'"
(Philadelphia Inquirer, 9/13/01)
"Forty-five seconds after telling Fritz to evacuate the Johnstown tower,
Cleveland Air Traffic Control phoned again.
"They said to disregard. The aircraft had turned to the south and they
lost radar contact with him.'"
www.post-gazette.com/headlines/20011028flt93mainstoryp7.asp
"Then, somewhere within the air zone, about 15 miles south of Johnstown,
the plane turned again toward the south."
www.post-gazette.com/headlines/20010912crashnat2p2.asp
The plane crashed 16 miles south of Johnstown Airport.
(Bergen Record, 9/14/01)
This story of the third and last evacuation happening on the flight path
of UA 93 (Cleveland and Pittsburgh, too) bears many questions.
All accounts that give a precise direction of the suspicious airplane
heading towards Johnstown Airport agree that it was from the south.
(AP, 9/12/01 l)
(Philadelphia Inquirer, 9/13/01 b)
www.post-gazette.com/headlines/20011028flt93mainstoryp7.asp
www.post-gazette.com/headlines/20010912crashnat2p2.asp
It might be rather surprising that Johnstown Airport was ordered to
evacuate as it certainly is not a target one could imagine the hijackers
to be interested. So while the FAA ordered Pittsburgh control towers at 9:49 to evacuate
no skyscraper in Pittsburgh was evacuated.
But if the FAA wants to run no risk on 911 and evacuate all airports that could be touched then again it's rather surprising that the advice was only given while UA 93 was
only 20 miles away.
Assuming a speed of 500 mph (it crashed with the official speed of 580 mph) this means that Johnstown had only 2 ½ minutes to evacuate. Which certainly is not sufficient especially as
Dennis Fritz doesn't decide immediately. So if the FAA wanted to run no
risk when then wait so long?
But leaving this point aside and having a closer look at what happened
at Johnstown Airport on 911 there are several very bizarre points that
stand out:
Not only is the final crash site of UA 93 16 miles *south* of Johnstown
Airport (so when first noticed as heading for Johnstown UA 93 is almost
exactly at the very location it will later crash (being apparently lower
than 2800 feet it is surprising that no eyewitness remarked this plane
then)) but this direction is in contradiction to the official flight
path of UA 93. If one has a look at the map and follows the official
flight path the plane would be west or maximum southwest of Johnstown
Airport. So, who is right?
There is one account that contradicts all the quoted statements that UA
93 was heading from the south to Johnstown Airport:
"John Hugya, an administrative assistant to U.S. Rep John Murtha, said
*he has been told that the plane initially flew over Cambria County
Airport in Johnstown.* There was no communication from the plane, and
the plane was not responding to Cleveland Center, which is how they knew
it was one of the hijacked planes."
www.post-gazette.com/headlines/20010911somerset0911p4.asp
But this seems even less believable than the above mentioned accounts.
If UA 93 flew over Cambria County Airport in Johnstown then certainly
Dennis Fritz would have remarked it?!
The next problem is the moment when Johnstown is signalled that there is
no more danger:
"Then, somewhere within the air zone, about 15 miles south of Johnstown,
the plane turned again toward the south."
www.post-gazette.com/headlines/20010912crashnat2p2.asp
In clear this means that UA 93 managed 5 miles in the very time
Johnstown had been alerted and finally been evacuated and the big
relieve came.
Assuming that UA 93 was heading with 500mph (it crashed with official
speed of 580 mph) *than the whole period when Johnstown was in danger
lasts 36 seconds! *
This is rather surprising and difficult to believe.
As UA 93 "turned again towards the south" "about 15 miles south of
Johnstown" it is basically exactly at the very place (within a mile)
that it will crash. This again is quite unlikely. Nobody reported a 180°
turn of UA 93 in the very last minute of its flight. And no eyewitness
has recalled this.
One last question is also why Johnstown Airport neither sees UA 93 nor
the white jet that seven eyewitnesses remarked at the crash site.
Cleveland stated that UA93 was flying at an altitude of 6000 feet and
descending. This is also reported by Cleveland controller Stacey Taylor
who was in charge of UA 93 (NBC, 9/11/02). So if it was a clear day, a
big aircraft would stand out and it was obviously flying above 2800 feet
why then wasn't it seen?
But why does Johnstown Airport have no radar forcing the staff to use
binoculars?
On June 15, 1999 the following information is made about Johnstown
Airport on the site of the Airport Traffic Control Service:
"Control tower services have been taken over by the Department of
Defense. ATC services are provided by Federal Employees of the US Air
Force."
web.archive.org/web/*www.airnav.com/airport/JST/ATC
and we find the following information:
"ATCT OWNED BY CAMBRIA CO/OPERATED BY BARTON ATC INC."
http://web.archive.org/web/*www.airnav.com/airport/KJST
So, how come they hadn't no radar on 911?
Why does nothing of this story that explains the evacuation of Johnstown
Airport makes any sense? Or in other words: It makes as little sense as
the explanation surrounding the evacuation of Cleveland tower and
Cleveland Airport.
*****************************************
NOTES
Aegis
Definition: (DOD) A totally integrated shipboard weapon system that combines computers, radars, and missiles to provide a defense umbrella for surface shipping.
CMIS/DMIS history
2000:
Congress set aside funds and the Consequence Management Interoperability Services (CMI – Services) project began.
2000/1:
Responders provided requirements and assisted with analysis and testing.
2001:
Project transitioned from DoD/USMC to FEMA eGov Disaster Management program;
the name changed from CMI – Services to DMI – Services.
9/11/01:
Responders asked for tools development first.
Debris problem
Officially, flight93 crashed at Shanksville. This is conflicting with the following report:
"...Moments after the crash, Carol Delasko initially thinks someone had blown up a boat on Indian Lake: “It just looked like confetti raining down all over the air above the lake...”
(Pittsburgh Tribune-Review, 9/14/01)
Hull, Lt. Col. Edward J. , one of the air traffic controllers, was also 193rd Regional Support Group commander and former commander of the 258th ATCS.
Johnstown Airport
Within 7 months, Johnstown Airport faced two unexplained plane crashes
October 2000
"...A twin-engine plane carrying state Transportation Secretary Bradley L. Mallory made an emergency landing at Johnstown-Cambria County Municipal Airport after an engine failed Monday morning...
...Mallory, 48, was appointed transportation secretary by Ridge on Jan. 13, 1995 after previously serving as an attorney and deputy secretary for the state agency...
...It was the second time in two years a plane carrying Mallory was forced to make an emergency landing. In 1998, Mallory said he was traveling in a state-owned plane when a turbo engine malfunctioned en route to Franklin, Franklin County..."
http://www.pittsburghlive.com/x/tribune-review/news/s_166240.html
May 2001
A small plane crashed and killed two men, 15 miles north of Johnstown, after takeoff from the Johnstown-Cambria County Airport. The cause of the crash was not immediately disclosed.
2.5 years later, Mary Ann Guercio, widow of one of these victims, filed a lawsuit blaming the accident, in part, on a defective carburetor and unmarked power lines.
Credits
Ewing2001:
Thx to Matthew E. for pointing me on the "Knox drill" and DC Fire Unit exercise reports (see below). Thx also for the latest findings of TheMemoryHole.
See also The lost terror drill? -Chapter 11
John Doe II:
This chapter is based on the central finding of 911 researcher
Zeitmaschine and the research of Time 8+ and Zaphod 36.
Thx to the rest of Team8+ (*temporary name) for an extraordinary teamwork on this topic:
Brad M., Frank Levi, k-robjoe, Christian Walther, WoodyBox, DulceDecorum and seatnieb.
Preparing 9/11 during 2001
1)
April 2001
As disclosed by watchgroup POGO, "five months prior to 9/11—officials at the North American Aerospace Defense Command (NORAD) wanted to develop a response in the event that a terrorist group used an airliner as a missile to attack the Pentagon. According to the e-mail, aides to the Joint Chiefs of Staff rejected the scenario as “too unrealistic.”
2)
May 2001
Pentagon's DiLorenzo clinic’s tri-service staff participated in a simulation exercise for
the possibility crash of a Boeing 757 airliner into the U.S. military’s headquarters.![[Image]](http://www.duke.edu/%7Epirre001/abbottville2.gif)
3)
May 2001
“Abbottsville”
Unit 161 of Fort Myer Fire Department, in a sequel of Don Abbott's (Fieldsoft) November 2000-Pentagon Plane Crash exercise
4)
June, 6th 2001:
"...United Airlines Flight 1230, a fictional flight carrying 89 passengers,
"crashed" at the Portland International Jetport on Thursday, kicking off an
emergency exercise held every three years at the airport...."
5)
June 12, 2001
Exercise Mall Strike 2001, Westmore County area around Shanksville
Anti-terrorist drill responding to a fictitious report of an explosion at the Greengate Mall.
6)
~June/July 2001
Westmore County Drill, area around Shanksville, simulating a terrorist attack
7)
June 8th- 9th, 2001
"Operation Amber Sky", Dayton International Airport, Ohio.
"Realistic" full-scale mock exercise, including a simulation of "a disaster at the airport".
The exercise was on runway 6R* near the Amateur Trapshoot Association grounds.
8)
June 22-23, 2001
The US GOV organised their biggest bio terror scenario so far: DARK WINTER.
9)
June 1-4, 2001
"Terrorist" exercise AMALGAM Virgo 01 at the Tyndall Air Force Base, Fla.
10)
August 6th-10th
Disastermeeting.com: International Conference on Disaster Management
11)
September 8th, 2001
Erie County/Buffalo Niagara airport "terror drill"
"Full-scale terrorist exercise", more than 350 participants were involved in this exercise that simulated an aircraft landing with a terrorist on board and the threat of an explosive device on a plane.
12)
September 1-14,2001
Exercise Ellipse Alpha, which took place in an undisclosed location
(Sequel from 1998 and 1999 drills, responding to a domestic radiological Weapon of Mass Destruction.
13)
September 10th, 2001
"Anti-terror meeting" at Murtha Johnstown Airport, Westmore County/Shanksville area, incl.
Sergeant Koshute (LEPC), plus Michael Hoover, Ron Springer, Ralph Saylor, Bernie McCreadie, June Kania, Mike Huss, Vikki King, Georgia Lehman and Leah Spangler.
14)
Sep11th, 2001
Besides the already well-documented four distractive "wargames" on that morning, we're currently also count at least 5(!) terror-exercises and another emergency drill.
We can assume, that like with the purpose of "wargames", there had been more "emergency exercises" throughout the country, to confuse from the most important drills.
Fire Truck 101, Arlington County Fire Department ("Exercise")
Fort Belvoir County (Virginia) Fire Dep (Training "exercise"), together with
Fort Myer Fire Department, Heliport Station at the Pentagon
Unnamed NRO exercise:
Simulation of a plane crash into the NRO headquarters
Warmup of Sep 12th, 2001- Exercise
Tripod II
Biowar exercise in New York City scheduled for September 12, but officially "postponed"
Furthermore, possibly as a distraction, on September 11, 2001, Knox County EMA, along with personnel from the United States Coast Guard, Maine Emergency Management, Lincoln County EMA, Emergency Response agencies,communications and hospitals from both counties and MS Scotia Prince Ferry were in the beginning stages of a mass casualty drill.
The exercise was halted between 9:30 and 10:00 a.m. and participants returned to their respective agencies."
The "Knox Regional Communications Activity Report For 10 September 2001" writes:
"...The US Coast Guard in conjunction with Knox and Lincoln County Emergency Management Agencies will be conducting a marine disaster exercise on September 11 & 12, 2001. The exercise will enable members of the response community to test emergency response procedures and plans for a potentially catastrophic marine disaster in and around the waters of Coastal Maine.
The exercise will center around a major catastrophe about the MS. Scotia Prince, a seven hundred passenger cruise ship, while she is enroute Portland, ME. From Nova Scotia. The Knox RCC will be heavily involved in the drill as well as Lincoln County Communications. The Lincoln County Mobile Command Post will be set up at the Samoset to handle all drill communications..."
27 DECEMBER 2001
Facility use: Open to the public
Sectional chart: DETROIT
Control tower: yes
ARTCC: CLEVELAND CENTER
FSS: ALTOONA FLIGHT SERVICE STATION [1-800-WX-BRIEF]
NOTAMs facility: JST (NOTAM-D service available)
Attendance: 0600-0000
Wind indicator: lighted
Segmented circle: no
Lights: DUSK-DAWN
WHEN TWR CLSD ACTVT HIRL RY 15/33, MALSR RY 33, PAPI
RY 33, TWY LGTS TWYS A, B, & G, & MAIN TERMINAL APRON
- CTAF.
Beacon: white-green (lighted land airport)
Fire and rescue: ARFF index A
Airline operations: 12 HRS PPR FOR ACR OPNS WITH MORE THAN 30 PSGR SEATS;
CALL AMGR (814) 536-0002.
Airport Communications
CTAF: 125.75
UNICOM: 122.95
ATIS: 118.325
WX ASOS: 118.325 (814-535-3511)
JOHNSTOWN GROUND: 121.7 [0600-2330]
JOHNSTOWN TOWER: 125.75 [0600-2330]
WX AWOS-3 at 2G9 (19 nm SW): 133.80 (814-443-2114)
- UNICOM FREQ 122.950 AVBL FOR GND SVCS ONLY.
- APCH/DEP SVC PRVDD BY CLEVELAND ARTCC ON FREQ 128.45/307.1(ALTOONA RCAG).
- ATCT OWNED BY CAMBRIA CO/OPERATED BY BARTON ATC INC.
Nearby radio navigation aids
VOR radial/distance VOR name Freq Var
------------------- ----------------------- ------ ---
JST at field JOHNSTOWN VORTAC 113.00 06W
RECr205/14.4 REVLOC VOR/DME 110.60 09W
AOOr276/(24.3) ALTOONA VOR 108.80 07W
IHDr056/31.6 INDIAN HEAD VORTAC 108.20 06W
TONr229/34.0 TYRONE VORTAC 114.90 07W
NDB name Hdg/Dist Freq Var ID
-------------------------- -------- ---- --- -------------------
STOYSTOWN 023/14.3 209 08W SYS ... -.-- ...
BENJE 107/20.3 382 07W BHU -... .... ..-
INDIANA 159/21.7 242 08W INP .. -. .--.
Airport Services
Fuel available: 100LL JET-A
Parking: hangars and tiedowns
Airframe service: MAJOR
Powerplant service: MAJOR
Other services: air freight, charter flights, flight instruction,
aircraft rental, aerial surveying
Runway Information
Runway 5/23
Dimensions: 4507 x 100 ft. / 1374 x 30 m
Surface: asphalt/grooved, in good condition
Weight limitations: Single wheel: 62000 lbs
Double wheel: 87000 lbs
Runway edge lights: medium intensity
RUNWAY 5 RUNWAY 23
Traffic pattern: left left
Runway heading: 047 magnetic, 039 true 227 magnetic, 219 true
Markings: nonprecision instrument nonprecision instrument
Markings condition: good good
Latitude: 40-18-37.427N 40-19-11.867N
Longitude: 078-50-21.637W 078-49-44.752W
Elevation: 2270.0 ft. 2278.4 ft.
Threshold crossing height: 41 ft. AGL 49 ft. AGL
Visual glide path angle: 3.00 degrees 3.00 degrees
Visual slope indicator: 4-light PAPI on left 4-box VASI on left
Runway end identifier lights: yes
REIL RY 23 OTS
INDEFLY.
Displaced threshold: no no
TOUCHDOWN POINT: yes yes
TD elevation: 2283.0 ft. 2284.0 ft.
OBSTRUCTIONS: TREES TREES
Height: 17 ft. 41 ft.
Slope to clear: 7:1 26:1
Distance from threshold: 328 ft. 1270 ft.
Distance from centerline: 265 ft. 282 ft. right
Additional obstruction remarks: +6 FT SIGN 73 FT FM
THLD; 76 FT L.
Runway 10/28
Dimensions: 3700 x 100 ft. / 1128 x 30 m
Surface: asphalt, in good condition
Weight limitations: Single wheel: 26000 lbs, LMTD TO 12500 LBS
BY AMGR.
Double wheel: 35000 lbs
Runway edge lights: medium intensity
RUNWAY 10 RUNWAY 28
Traffic pattern: left left
Runway heading: 095 magnetic, 087 true 275 magnetic, 267 true
Markings: nonprecision instrument nonprecision instrument
Markings condition: good good
Latitude: 40-19-02.827N 40-19-04.735N
Longitude: 078-50-18.622W 078-49-30.926W
Elevation: 2284.2 ft. 2279.6 ft.
Threshold crossing height: 41 ft. AGL 31 ft. AGL
Visual glide path angle: 3.25 degrees 3.00 degrees
Visual slope indicator: 2-box VASI on left 2-box VASI on left
Displaced threshold: no no
TOUCHDOWN POINT: yes yes
TD elevation: 2284.0 ft. 2284.0 ft.
Obstructions: TREES TREES
Runway 15/33
Dimensions: 7003 x 150 ft. / 2135 x 46 m
Surface: asphalt/grooved, in good condition
Weight limitations: Single wheel: 62000 lbs
Double wheel: 87000 lbs
Runway edge lights: high intensity
RUNWAY 15 RUNWAY 33
Traffic pattern: left left
Runway heading: 152 magnetic, 144 true 332 magnetic, 324 true
Markings: precision instrument precision instrument
Markings condition: fair fair
Latitude: 40-19-25.172N 40-18-29.093N
Longitude: 078-50-31.941W 078-49-38.988W
Elevation: 2270.2 ft. 2260.0 ft.
Threshold crossing height: 52 ft. AGL 53 ft. AGL
Visual glide path angle: 3.00 degrees 3.00 degrees
Visual slope indicator: 4-box VASI on left 4-light PAPI on right
Approach lights: MALSR: 1,400 foot
medium intensity
approach lighting
system with runway
alignment indicator
lights
Instrument approach: ILS
Displaced threshold: no no
TOUCHDOWN POINT: yes yes
TD elevation: 2276.0 ft. 2281.0 ft.
OBSTRUCTIONS: TREES NONE
Height: 12 ft.
Slope to clear: 28:1
Distance from threshold: 538 ft.
Distance from centerline: 435 ft. right
Additional obstruction remarks: +6 FT SIGN 70 FT FM
THLD; 189 FT L.
Airport Inspection
Inspected by: FAA Airports field personnel from the Eastern Region: Jamaica, NY
Last inspection: 25 April 2001
Federal agreements: - National Plan of Integrated Airport Systems (NPIAS)
- Grant agreements under FAAP/ADAP/AIP
- Assurances pursuant to Title VI, Civil Rights Act of 1964
- AP-4 agreement under DLAND or DCLA has expired
Airport Operational Statistics
Aircraft based on the field: 70 Aircraft operations: average 97/day
Single engine airplanes: 26 53% transient general aviation
Multi engine airplanes: 4 21% military
Jet airplanes: 2 14% local general aviation
Military: 38 12% commercial
Remarks
| - | DEER ON & INVOF ARPT. |
| A30A-10 | RY 10/28 CLSD TO ACFT WITH WINGSPAN 50 FT OR ABOVE. |
Services or Facilities at this Airport
| Business Name | Contact | Services | Comments | |||
|---|---|---|---|---|---|---|
| Air East | Fuel, Oxygen, Parking, Hangars, Flight school/flight training, Sightseeing tours/rides, Charters, Aircraft maintenance, Avionics service, Aircraft modifications, Aircraft parts, Aviation accessories, Aircraft sales/leasing/brokerage, ... | 2 view | add | |||
| Air Traffic Control Service | Organization with aviation interests | |||||
http://www.airnav.com/airport/KJST (current)
| Bethel A.M.E. Church | |
| Primary Point of Contact: | Vikki King |
| Phone Number: | (814) 536-1599 |
| Fax Number: | (814) 535-4816 |
| Mailing Address: | P.O. Box 421 180 New Street Johnstown, PA 15907-0421 |
| http://www.mapquest.com/maps/map.adp?city=Johnstown&state=PA&address=P.O.+Box+421+180+New+Street&zip=15907&country=us&zoom=9 View Map | |
| Categories: | Religion |
http://letsroll911.org/ipw-web/bulletin/bb/viewtopic.php?t=4771&
portland imc - 2004.10.08 - Did 9-11 Flt AA11, Flt UAL93 & Flt ...
SolomonsTemple.com - WTC Wargames Cover for 911: Lost Terror Drill ...
Realty Guild Web Stats realtyguild.com - January 2005 - Referrer
http://911search.bravehost.com/terror_drills_11b.html
http://911search.bravehost.com/fakeahijacking.html
http://keskustelu.suomi24.fi/show.fcgi?category=114&conference=4500000000000580&posting=22000000007580970
http://www.avengewtc.com/showthread.php?t=65983&page=10&pp=15
911 Pentagon WTC photos video analysis and theories
Delta 1989 transcript + flight 93 UA
Michael Kane: "9/11 War Games No Coincidence"
The lost "terror drill"? Pt.11 - 93 wargames
From http://forum.911movement.org/index.php?showtopic=752
KILLTOWN wrote:
Flight 93 wreckage kept under high security - Iron Mountain
http://www.youtube.com/watch?v=HBkJrqV2qkQ
Blackheart77 wrote:
I do not believe there is any 'wreckage' from Flight 93 in Iron Mountain. There would be tons of stuff. TONS! Show me, I say. I can take it. Gruesome? Doubt it. It's almost certain the passengers didn't die there. There wasn't enough flesh. As for the 'hole' in PA, that plane just wasn't there. ( I think debris at Indian Lake is from the little white plane Pete Raffa shot down)
Perhaps 93 landed at Johnstown Air Force Training Facility, right behind Cambria Airport, whose tower said they 'saw' 93. Check out that place JAF, it has a huge door and an elevator that takes planes underground. I have postulated that 93 landed there in other forums, but no one ever looked at it. (It would fit the Northwoods scenario that has planes land and get the 'killed' passengers off)Anyone interested? I have lotsa info, but am at a standstill for new stuff.
================
Shoot it down?
At United Airline's crisis center, a solitary blip glows red on a big screen. It transfixes Hank Krakowski, the airline's flight operations director. Although the airline still has hundreds of flights in the air, officials at the airline's headquarters outside Chicago choose to illuminate only the path of Flight 93 on the status board.
Are they gonna have to shoot it down? he wonders.
A 737 captain who flies vintage fighter planes at air shows, Krakowski, 47, isn't the only one wondering. Military jets already are closing on the Boeing 767 as it barrels toward Washington.
Then, at 10:06 a.m., the blip stops moving over Pennsylvania.
"Latitude and longitude," Krakowski snaps. The coordinates put the jet at Johnstown, Pa., about 120 miles from the nation's capital.
Krakowski picks up the phone and is patched through to the Johnstown airport. No answer.
No answer? How can there not be an answer?
A staffer finds the cell phone number for the airport manager. Krakowski tries again. "We might have a plane down in your area there," he says calmly. "See anything unusual?"
The answer is the one Krakowski fears. A black column of smoke rises from a field due south of the airport, near the town of Shanksville, the manager tells him. Krakowski feels numb as he looks at the screen. We just watched one of our airplanes crash.
http://911review.org/brad.com/archives/FAA_clear-skies.html
Flight 93 911home airgames-home flight 93 plane swap
First, i would like to highlight Woodys article which gives some insight as to what may have happened to 93.
Some people think that UAL Flight 93 Landed Safely At Cleveland Hopkins Airport
"The Secret Hijacking
The Fifth Plane landed in Cleveland..." (Woody Box)
I want to say there is so much info on flight 93 that its hard to include it in this page, so i urge you to read all of the links.
I will start with some oddities, then move on to the maps further down the page.
How many people were scheduled to fly on flight 93? Frank at the-movement.com has identified several here... Flight 93 Weirdness Since then we have added several to this list that either were scheduled at the last minuite, or were put on flight 93 cos flight 91 was cancelled. The funny thing about this is that flight 91 was a LATER flight, not an earlier one! We have been hard pressed to find anyone who bought a ticket for this flight before sept10th.
Next, we have 2 seperate incidnts of planes being reported at the same time at 2 DIFFERENT ariports on Sept 10th. First is 591UA (to be flight 93), next is 594UA. In Arpil of 2003 the person below, supposedly flew 591UA (from his logs). My imidiate reaction was that he wrote down the number wrong, but on second look, i noticed that he also wrote down the NOSE number which also identifies the plane. It is very doubtfull that he waited till he got home then looked up the nose# on the internet and cross-referenced it. Noticing the other flights, it seems he wrote down the NOSE#'s on all planes seperately. These numbers can change with the planes. Checking the BTS.GOV records, the plane was flight 1111 and the tail number was 594UA.
On Sept 10th 594UA departed Detroit at 11:12 to ORD as 1581, the, it arrived in chicago from DTW at 10:58 as 1581
United Airlines employee Mr Friedman kept a log of all the flights he flew on during 2003, including details about their crews and the tail number (N-number) of the planes. He recorded that on April 10, 2003, he flew on a United Airline Boeing 757 with tail/N-number N591UA. This is the tail number of Flight UA 93, which was supposed to have crashed in Pennsylvania on September 11, 2001. See his log at: friedmanfamily.org/ua2003 594UA was also seen in a move archive for dec 2001 here
In addition to this, some have seen 591 see info here
More oddities have been recognised by researcher Frank Levi. The estimated arrival times of "Flight 93" (aka N591UA) starting at 2:15 PM, then it changes SOUTH of Pittsburgh, well after it was hijacked and a new flight plan was filed to 10:28.
Also another close researcher pointed out to me, that all flights were being diverted by the time 93 was officially hijacked. And yet the transcripts give the impression that it was still on its way to San Francisco at the time.
According to some hobby plane spotters, N591UA was still flying in 2003.Some researchers also indicated that this original UA-flight is "masked" as N594UA.There is a website, which shows 23 Boeing 757s, which were ordered, but never built.What happened with them?
An investigation into the production of the Tail Numbers (N591UA has construction #28142) also revealed, that "State Street Bank & Trust Co" is the trustee for the plane owners for 590 592 593. So it it makes one suspect that N591UA could have been in that sequence, too.
On N594UA also some findings from Brad M.:On September 10th, N594 departed Detroit at 11:12 to ORD as 1581
594 arrived in Chicago from DTW at 10:58 as 1581 It arrived before it left. This is not possible.
591UA did the same thing. It was seen at 2 different airports at the same time on Sept 10th. This info is usually supplied by ACARS automatically. Then the arilines send it to the BTS.GOV database. It is unclear to me if a UA employee could manipulate this data before it gets to the database or not. This raises SERIOUS questions. From what i understand this is not a normal occurance, and for 2 planes with links to 911 being invloved, it seems the odds are astronomical.
confusion in the skies? Delta 1989?
N591UA has even been spotted around O'Hare. It is using the paperwork
of N594UA.
Buffet near flight 93?
Tail No. Missed Payment Grace Period Rent Total UNITED AIRLINES: US Bank Demands $22 Mill. Admin Expense Payment
-------- -------------- ----------------- -----
N119UA $5,132,361 $243,939 $5,376,300
N120UA 5,140,459 244,336 5,384,795
N121UA 5,140,495 244,339 5,384,834
N589UA 1,084,906 84,382 1,169,287
N590UA 1,086,373 84,496 1,170,869
N592UA 998,743 77,680 1,076,423
N593UA 999,843 77,766 1,077,609
N594UA 1,001,311 77,880 1,079,191
N595UA 1,842,512 86,373 1,928,885
Here is the full sequence for flight 93 given to us by flight explorer.
The map here shows the last point as being 10:28am(ETA) with a destination of DCA. at 364 mph.
This is a map I created showing the flight explorer points I saw as relavent.
Notice when it is approaching Pittsburg, it is still showing SFO as the destination airport.
According to the Post Gazette...It was 9:45 a.m. Somewhere outside Cleveland, United Flight 93 had made a sharp turn and began flying east, toward Washington, D.C
The flight explorer maps show it was at 9:35 it made the turn.
9:28 a.m. on Flight 93, “there are the first audible signs of problems, in background cockpit noise
9:30 a.m. Flight controllers mistakenly suspect that Delta Flight 1989, flying west over Pennsylvania, has been hijacked. The controllers briefly suspect the sound of hijackers' voices in Flight 93 is coming from this plane, only a few miles away
9:36 a.m. Flight 93 files a new flight plan with a final destination of Washington :9:35, “turned around near Cleveland,” Radar shows the plane turning 180 degrees.The new flight plan schedules the plane to arrive in Washington at 10:28.http://www.pahighways.com/features/shanksville.html
The Newark-to-San Francisco flight reportedly diverted its route near Pittsburgh and ignored calls from Pittsburgh International Airport controllers. Allegheny County Emergency Management Coordinator Bob Full said that Pittsburgh International Airport officials had knowledge of the plane headed for Pittsburgh and that it was taking precautionary action when the plane diverted its course. The plane actually reached the Cleveland area before turning around.
ABC News reported that a request to change the flight plan to Washington, D.C. was asked for by someone on the plane.
http://www.thepittsburghchannel.com/news/956356/detail.html
The estimated arrival times starting at 2:15pm
then it changes SOUTH of Pitt, well after it was hijacked and a new
flight plan was filed to 10:28
it stays around that time, until the last blip which indicates 9:34 as
the ETA, BUT it crashed much later than that.
How could the ETA show 9:34 when it was well after that at the time of
the crash?
As you can see here the map shows that the destination airport changes well south of Pitt. (as does the ETA). So did Flight 93 file the new flight plan after it was hijacked? Supossedly the hijackers were in control of the craft at this point.
Here you can see flight 93 at 36,900ft travelling at 435mph !
kinda fast to make a 90 degree turn eh !!! It slows to 348mph, but increases in altitude !
At 40,700ft, this is about the time many of the cell calls were supposedly have been made. As a cell phone engineer, i find this quite hard to believe!
These top to maps show the last 2 recorded "blips" from the flight explorer maps.
the problem is, they are at the same location, with different data. (last blip on the right)
The speeds are different, and the ETA is also different ! I thought they may be at 2 differnt point, so i did an overlay of the images.
They seem to match quite nicely. (perfectly in fact! )
This is the ACTUAL last blip as recorded in flight explorer this shows an ETA of 9:34 !
Its noted that the plane crashed much later than that! its also shown as traveling at 473mph and at 35,000ft. this is at odds with witness reports that the flight had slowed down and was low in the air.
Flight 175 and 93 crossed paths !
We also have the probem of WHY 3 airports were evacuated? Cleveland, Johnstown and Pitt were evactuated because of either Delta 1989 OR flight 93. I have to wonder why a airport would evacuate a tower just because it lost radio contact? It is not like these towers were targets as the WTC or Pentagon were? The plane may have been in trouble an needed an emergency landing, so why make everyone leave?
Other reports have indicated that the ATC guys controlling Johnstown airport were told to leave and a "new guy" from Cleveland was coming in to handle the situation?
9/10- 9/11: The Johnstown "Terror Team" Cover-up
The Johnstown-Cambria Airport "Terror" Team The final procedures: Johnstown, Pennsylvannia and DC
Many 9/11 researchers pray it all over again: "There were lots of warnings."
It was more than this. The United States lied to us. During 2001, especially in the summer, they mentally prepared, drilled, trained and brainwashed local U.S. communities about a pending (bio-)terror attack, including in the areas of Westmore County/Johnstown/Shanksville,
Florida, DC and New York. In these 2 parts we will once again focus on the Johnstown Area, which was
30 miles away from the official crash of "flight93".On September 10th, 2001, the day before 9/11, the Cambria County Local
Emergency Planning Committee, had their final "terror meeting" of many,
which took place in the area around Shanksville....
Flight 93, American Airlines
What's up with AMERICAN airlines flight 93?
It was also scheduled for Newark (18:21 PM EST!, no wheels off)
Flight93 scenario, by WoodyBox (November 2004)The *real* UA 93 pushed back from the gate at 8:01.
All the passengers we know from the passenger list plus (probably) the "hijackers" were on board. Dahl
and Homer were the pilots. Nothing unusual so far. 8:28 The plane takes off. (as also documented at BTS)
9:16 A "hijacking exercise" begins (the pilots have been informed previously about a drill, so they take part on the game).
9:22 Melanie Homer sends an ACARS message to her husband, gets no answer
9:25 The plane lands in Johnstown. The airport has been evacuated before - apart from a "core team".
9:27 Some of the passengers and crew leave the plane and are escorted to a "safe" place. Others stay in the
cabin and begin making phone calls...
9:31-9:58 This is the time the airfone calls happened. Verizon has a record of these calls. So the calls
were coming from flight 93, indeed (even the cellphone calls!) but the plane was on the ground.
Harrisburg: Some members of the german "Phantom"-forum on ezboard speculate about Harrisburg Airport, as another possible switch for a UA93 stand-in.
Johnstown Airport
"...A short time later, Cleveland called again. The unknown aircraft was now fifteen miles south of the field, heading directly for Johnstown. The tower should be evacuated. Fritz ordered four workers to leave. Still, he saw no sign of a plane through his binoculars.
Forty-five seconds later, the Cleveland center called a third time.
Disregard the evacuation. The aircraft had turned south. Cleveland had lost radar contact."
("Among the Heroes", p. 275f)
Logicon
"Logicon Task Team", part of Northrop Grumman This "task" included Veridian (in 2003 aquired by General Dynamics), Advent Systems Inc., Mountain View, EDS, Advanced Engineering & Sciences, RDR Inc., SRS Technologies. In March 2001, Logicon TASC officially announced their five-year, $57 million contract for "Trailblazer" (WP reported. Another subcontractor of Logicon TASK (diff. sp.) became Modern Technologies Corporation (MTC) of Dayton. MTC included Kenneth A. Minihan (ex-NSA, ex-DIA) and General Lawrence A. Skantze (ex -U.S. Air Force).
Veridian had also close ties with AMS (in 2004, two different parts got acquired by CGI and CACI). AMS is a NASA contractor. On their board is Neil A. Armstrong (Apollo 11), Dr. Joseph P. Allen (Apollo 15 and 17), Steven C. Beering (Eli Lily) and Dr. Sally K. Ride (mission specialist on space shuttle flights in 1983 and 1984). (from "lost war drill? pt.10")
SAIC
Most obvious, some of the real perpetrators of 9/11 are also hiding at SAIC.
Controlled by at least two former CIA bosses John Deutch and Robert Gates, SAIC is meanwhile connected with one anthrax suspect, the "maintenance" of e-voting machines, former OEM-Director Jerome Hauer, some other drills, the audition of Venezuela's oil company PDVSA, plus equity partners like Bechtel, Danet, Saudi SAI, DigiLens or VeriSign.
Thoratec: Kellogg, Peter R
Inside Trading August 2004
According to New York Times tax correspondent David Cay Johnston, Peter R. Kellogg is also using the "Indian tribe" scheme to avoid paying taxes.
This scheme, technically not illegal, works like this:
Tax-exempt entities from Indian tribes to pension plans to Dutch banks with offices in the West Indies regularly "rent out" their tax-exempt status to tax cheats, for a relatively small fee and at virtually no risk to themselves.
Though sharing the same name, Peter Kellogg seems to be not related to Halliburton's KBR.
M W Kellogg is a british engineering and construction joint venture between US-based Kellogg Brown & Root and Japan-based JGC, which was acquired by Halliburton when it bought Dresser Industries in 1998. Kellogg did also side investments in mid-1990s with Alex. Brown (-Deutsche Bank)
Timeline
It also became most obvious, that the official timeline of targets messed up on that morning. Following all diverted flight routes, it makes not much sense anymore, why the alleged "hijacker" attacked their targets in that particular order.
It's possible, that the order of targets was mixed up.
DaveMc Gowan has more on a possible scenario, in which in made more sense, for the "Pentagon to be the first target struck". Apparently the real perpetrators of the 9/11 drill screwed up or had been in competition with another script.
Tinker Air Force
There is another indication, what parts of "Amalgam Virgo" had been possibly reactivated on Sep11th:
As "letsroll"-member Herb Briggs explained, the original Amalgam Virgo document on GlobalSecurity, was possibly altered, to distract from the 513th Air Control Group (AWACs) deployed from Tinker AFB.
According to GlobalSecurity, this group "was activated at Tinker Air Force Base, OK, on March 15, 1996". I will explain their significane further below.
In August 2004, Briggs checked the Tinker website, but there was no mention of the 513th.
Then he also looked into the air base newspaper "Tinker Take-off" and recognised, that several key issues around September 11th, 2001 are missing...
Briggs is right. In late November 2004, there are still no recent documents about 513th Air Control, in their search engine.
There is however an important detail about Tinker, which obviously had some prior knowledge about a pending attack.
On April 30, 2001, an Air Force alert was issued from Tinker Air Force Base in Oklahoma City concerning "possible intelligence collection being conducted by Israeli Art Students."
Tinker AFB houses AWACS surveillance craft and Stealth bombers.
Commander of the 513th ACG is Colonel James L. Kerr
Between June 1-4, on Tyndall Air Force Base, Fla., members of the 513th Air Control Group, tested new "fast, low-flying cruise missiles", which are hard to detect.
Was this a test for the Pentagon wing, which was later attacked on Sep11th?
Lt. Col. Lee of Oklahoma City worked as a pilot for United Airlines. He was on call in Denver on Sept. 11, 2001, waiting to fill in if another pilot was sick or could not make a flight for any reason.
West Virginia Flight Control
From the official timeline at 9:05 a.m.:
West Virginia flight control notices a new eastbound plane entering their radar with no radio contact and no transponder identification. They are not sure if it is American Airlines Flight 77.
9/11 researcher Woodybox wonders, who is "West Virginia flight control"?
There is no long-range Air Traffic Control Center in West Virginia, so he has his doubts if this "eastbound plane" emerging at 9:05 really existed.
I also couldn't find them, but have the strange feeling, that there's possibly a connection with
West Virginia University’s Department of Mechanical and Aerospace Engineering.
Other Sources
The Cleveland Airport Mystery
The plane - Delta flight1989 - was not hijacked, and there was no bomb. However, a closer examination reveals a bunch of conflicting statements concerning Delta 1989
This article will prove that not one, but two planes made an emergency landing in Cleveland - in close succession
Michael Kane: "9/11 War Games - No Coincidence"
by Michael Kane -June 08
(special thanks to Barbara Honegger for her early work on this line of research)
"I have an on-the-record statement from someone in NORAD that on the day of 9/11 The Joint Chiefs of Staff (Richard B. Myers) and NORAD were conducting a joint, live-fly, hijack Field Training Exercise (FTX) which involved at least one (and almost certainly many more) aircraft under US control that was posing as a hijacked airliner". Mike Ruppert - June 5, 2004, editor of FTW www.fromthewilderness.com
Researchers Nico Haupt & Woody Box have done a detailed analysis
based entirely on mainstream accounts and eye witness statements showing
that, while the official account has Flight 11 being boarded at gate 26,
the flight actually took off from gate 32. However, no passengers
actually boarded at gate 32, instead boarding at gate 26...
Air Traffic Control Center Ronkonkoma- Red Herring or Cover-up?
What does the FAA have to hide?
"Flight 11 - The Twin Flight"
What gate did flight 11 take off from?There seems to be a BIG contraversy,
transcript of call from flight 11 with comments... great thread
Betty Ong call !!!
I cant believe i had not seen this before. In listening to the call with Nydia talking to the AA security officer (not the original Ong call, but the second recording), something did not sound right to me.The AA officer asks her about 2 passengers. At that point, she (Nydia) had not mentioned anything about 2 passengers ?? (many comments posted here)...
Security at Dulles AGAIN - AND- flight 91 and flight 93 !
World Premiere -WoodyBox: How to steal an airliner and fake a hijacking
- The names of the hijackers don't appear on the passenger list
- There is no video footage of the hijackers passing the security check at the airport
- The flying skills of the alleged pilot Mohammed Atta were hardly sufficient to hit the Tower
- The hijackers didn't choose the optimal flight path, i.e., the shortest way to New York City (more...)
How to steel an airliner... (Pt.2)
"Twin tails" of pre-Flight 93 and other "phantom flights"
The official timeline of Sep11th is breaking apart.
Atta's Portland flight did not exist; various flights of the official flights or the tail numbers of their
precursors existed twice; new, recently unknown terror drills show, that the scenario of 9/11 was well known;
the new "flight plans" and meeting points of the alleged hijacked flights included too many
coincidences; the planners of the "hijack" must have had inside knowledge about other flights and their
cancellations as well.
On Sept 10th 2001 a plane with the tail# N591UA was reported in 2 different places at the same time accoring to a Government database at http://www.bts.gov/ this plane was reported the next day to have crashed as flight 93. More here and also in the article above.
John Doe compiled quick new summaries about Flight 93: Too many contradictions and Identifications of hijackers by DNA.
"...On September 8, 2001, the LEPC together with the Buffalo-Niagara International Airport ran a full-scale terrorist exercise. More than 350 participants were involved in the exercise that simulated an aircraft landing with a terrorist on board and the threat of an explosive device on the plane. The exercise was a tremendous success..."
The lost "terror drill"? Pt.11
9/11 was a combination of older terror drills, NOT wargames! Major parts had been also tested during Amalgam Virgo 01 (June 2001) and during three until recently lesser-known drills in Westmore County, Buffalo and Dayton. These three drills had odd similarities with the fate of Flight 77, Flight 11, Flight 175 and Flight 93.
Flight 93 aka N591UA, Westmore County drill
Cleveland Smoking Gun Proves "Arab Hijacker" Calls
From United Airlines Flight 93 Were Faked
Plane Swap: Part 1, Flight 11 Goes the Wrong Direction
Part 2 flights 175 and 93
Part 3 flight 77
Joe McCusker's Air Force Base List
http://airgames.bravehost.com/air_oddities.html
http://www.the-movement.com
http://www.usnewslink.com/flight93.htm
http://www.flight93crash.com/flight93_seismic_event.htm
http://billstclair.com/911timeline/main/flight93.html
http://911research.wtc7.net/planes/attack/flight93.html
http://www.flight93crash.com/flight93_secondary_debris_field.html
AA11 meets UA175
Flight 93: Crash Time cannot be true
NOTE:
According to Dulce Decorum, who researched repair records, he found out, "that N519UA was a heap of junk, always breaking down and needing repair, while 591 was a healthy plane"
Tracing N594
(Reminder: According to some plane spot-witnesses, Boeing 757-222 SERIAL NUMBER 28142 is flying around Chicago under the alias 594UA.
According to the FAA, N594UA Boeing 757-222 flies now with a DIFFERENT serial number, namely 28145.)
1)
Left Newark on 09/07/2001 to San Francisco
Scheduled Departure Time: UA 09/07/2001 0081 N594UA SFO 07:00 AM EST
Wheels-off Time: UA 09/07/2001 0081 N594UA SFO 07:23 AM EST
2)
Arrived in SF on 09/07:
Scheduled Arrival Time: UA 09/07/2001 0081 N594UA EWR 10:10
Wheels-on Time: UA 09/07/2001 0081 N594UA EWR 9:46
Scheduled Departure Time: UA 09/07/2001 0186 N594UA IAD 11:00
Wheels-off Time: UA 09/07/2001 0186 N594UA IAD/Dulles 11:10
3)
arrived in DC Dulles on 09/07:
Scheduled Arrival Time UA 09/07/2001 0186 N594UA SFO 19:02
Scheduled Departure Time: UA 09/07/2001 0225 N594UA SFO 20:00
Wheels-off Time: UA 09/07/2001 0225 N594UA SFO 20:44
4)
arrived in SF again on 09/07:
Wheels-on Time in SF: UA 09/07/2001 0225 N594UA from IAD/Dulles 23:11
(no wheels-off on that day after this time)
checking Newark:
Scheduled Departure Time: UA 09/08/2001 N594UA NONE
Wheels-off Time: UA 09/08/2001 N594UA NONE
Scheduled Departure Time: UA 09/09/2001 N594UA NONE
Scheduled Departure Time: UA 09/09 -09/14 N594UA NONE
checking DC, found it:
Wheels-off Time: UA 09/10/2001 1179 N594UA DEN/Denver 15:56
5)
arrived in Denver on 09/10
Scheduled Arrival Time: UA 09/10/2001 1179 N594UA IAD 17:15
Wheels on Time: UA 09/10/2001 1179 N594UA IAD 17:07
Scheduled Departure Time: UA 09/10/2001 1197 N594UA SEA 17:55
Wheels-off time: UA 09/10/2001 1197 N594UA SEA 18:10
6)
arrived in Seattle on 09/10
Scheduled Arrival Time: UA 09/10/2001 1197 N594UA DEN 19:35
Wheels-on Time: UA 09/10/2001 1197 N594UA DEN 19:25
Scheduled Departure Time: UA 09/10/2001 N594UA NONE
Wheels-off time: UA 09/10/2001 N594UA NONE
Scheduled Departure Time: UA 09/11 -09/12 N594UA NONE
What Really Happened to Flight 93?
Reported by 9News Staff
Web produced by:Liz Foreman
9/11/01 11:43:57 AMA Boeing 767 out of Boston made an emergency landing Tuesday at Cleveland Hopkins International Airport due to concerns that it may have a bomb aboard, said Mayor Michael R. White.
White said the plane had been moved to a secure area of the airport, and was evacuated. United identified the plane as Flight 93. The airline did not say how many people were aboard the flight. United said it was also "deeply concerned" about another flight, Flight 175, a Boeing 767, which was bound from Boston to Los Angeles.
On behalf of the airline CEO James Goodwin said: "The thoughts of everyone at United are with the passengers and crew of these flights. Our prayers are also with everyone on the ground who may have been involved. "United is working with all the relevant authorities, including the FBI, to obtain further information on these flights," he said.
When you go to the link where the story was archived, you find this:
Plane Lands In Cleveland; Bomb Feared Aboard
Reported by: 9News Staff
Web produced by: Liz Foreman 9/11/01 11:43:57 AMThis story has been removed from WCPO.com. It was a preliminary AP story, and was factually incorrect.
Now, just suppose that it wasn't Flight 93 that landed in Cleveland but that it was actually Flight 77? This is perhaps not so crazy a solution since there is an unverified witness report that
...something is odd with the serial numbers of Flight93 and Flight 175. The serial numbers of the ORIGINAL planes are SAME serial numbers of the planes that ARE STILL FLYING. 591UA 612UA
Although N-number can be transferred, the manufacturer's serial number CANNOT be transferred. According to some spot-witnesses, Boeing 757-222 SERIAL NUMBER 28142 is flying around Chicago under the alias 594UA. According to the FAA, N594UA Boeing 757-222 flies now with a DIFFERENT serial number, namely 28145. more here thanks to ww.cassiopaea.org/
At 10:02,the communicators in the shelter began receiving reports from the Secret Service of an inbound aircraft —presumably hijacked —heading toward Washington.That aircraft was United 93.The Secret Service was getting this information directly from the FAA.The FAA may have been tracking the progress of United 93 on a display that showed its projected path to Washington,not its actual radar return.Thus,the Secret Service was relying on projections and was not aware the plane was already down in Pennsylvania.217 At some time between 10:10 and 10:15,a military aide told the Vice President and others that the aircraft was 80 miles out.Vice President Cheney was asked for authority to engage the aircraft.218 His reaction was described by Scooter Libby as quick and decisive,“in about the time it takes a batter to decide to swing.”The Vice President authorized fighter aircraft to engage the inbound plane.He told us he based this authorization on his earlier conversation with the President.The military aide returned a few minutes later,probably between 10:12 and 10:18,and said the aircraft was 60 miles out.He again asked for authorization to engage.The Vice President again said yes
www.9-11commission.gov/report/911Report.pdf
a 767 from pittsburg was hijcked approaching Northern virginia,
circling an airport in virginia. Fox reporting a second plane heading toward the pentagon (after the 93 crashed)
(from audio of Howard Stern on the day of 9/11)
No one can yet say exactly how close the hijacked jetliner that crashed Tuesday in Somerset County came to Pittsburgh, but a map of the flight path shows the plane passing just south of the city.
The Federal Aviation Administration said yesterday it turned over to the FBI a radar record of United Airlines Flight 93's route.
The data traced the Boeing 757-200 from its takeoff from Newark, N.J., to its violent end at 10:06 a.m., just outside Shanksville, about 80 miles southeast of Pittsburgh.
FBI agents refused to comment about the flight path.
During the two hours Flight 93 was aloft, it traveled westward to Cleveland, then made a sharp turn to the south, according to a map provided by Flight Explorer, a Virginia company that sells real-time flight data it receives from the FAA.
Flight Explorer's map shows that after the jetliner turned south, it banked back eastward, cutting through West Virginia's Northern Panhandle before re-entering Pennsylvania.
A series of air traffic controllers would have handed off the plane several times, moving from Newark to New York to the FAA's Cleveland Air Route Traffic Control Center as the plane headed across the country
As the plane neared Somerset County, air traffic controllers in Cleveland alerted their counterparts at John P. Murtha Johnstown-Cambria County Airport that a plane was about 12 miles away, "heading directly at the airport at about 6,000 feet," said Joe McKelvey, the airport's executive director.
"The Johnstown tower chief told me that under the circumstances, he was going to evacuate the tower," McKelvey said. "Before either one of us could get off the phone, the aircraft had already passed us by."
Moments later, it crashed 14 miles to the southeast, killing all 45 people aboard.
http://www.post-gazette.com/regionstate/20010913flightpathreg2p2.asp
http://www.911omissionreport.com/flight_93_plane_swap/
What’s happening at John P. Murtha Johnstown-Cambria County Airport on 911?
In the days after 911 the following story is widely reported:
"Dennis Fritz, the air traffic manager, got a call from controllers in Cleveland warning the Johnstown airport -- which has no radar of its own – that a large aircraft was 20 miles south and had suddenly turned on a heading for Johnstown.
"It was an aircraft doing some unusual maneuvers at a low level, which is unusual for an aircraft that size," Fritz said last night.
http://www.post-gazette.com/headlines/20010912crashnat2...
“”Supervisor Dennis Fritz and controller Thomas Hull picked up binoculars -- the tower has no radar -- and scanned the horizon to the south. The day was clear and, from the highest point in the area, they could spot radio towers in neighboring Somerset County. A large plane would have stood out.
"We didn't see a thing," Fritz said.”
http://www.post-gazette.com/headlines/20011028flt93main...
“(This was) leading Fritz to believe that the plane was flying somewhere in the 2,800 foot high ridges in that part of the Allegheny front.
http://www.post-gazette.com/headlines/20010912crashnat2...
"Dennis Fritz, director of the municipal airport in Johnstown, Pa., said the FAA called him several times as the plane approached his city , and even warned him to evacuate the tower for fear the jet was going to plow into it.
(Washington Post, 9/13/01)
"When they (Cleveland) called back a minute later, it was 15 miles away. They suggested we evacuate the tower and the airport because they didn't know what was going to happen here. The aircraft was not communicating."
(Philadelphia Inquirer, 9/13/01)
“’ On the first call from Cleveland, they said a 757 was heading in our direction at about 6,000 feet and descending ,’ Fritz said. "They were repeatedly trying to raise the pilot on the radio, but there was no answer. " Within minutes, Fritz said, he began to move people from the tower but hesitated to abandon it completely because he felt the incoming plane might be in distress and need to make an emergency landing.”
(Bergen Record, 9/14/01)
“Ninety seconds later (after first call), Cleveland called back. The plane was now 15 miles south and heading directly for the Johnstown tower.
"We suggest you evacuate," they told him.
Fritz ordered trainees and custodial staff out of the 85-foot tower. He and Hull stayed at their posts and scanned the south with binoculars. It occurred to Fritz that the plane must be flying below the level of the mountain ridges around them.”
http://www.post-gazette.com/headlines/20011028flt93main...
“"Dennis Fritz, chief air traffic controller at the Johnstown airport, said he ordered the evacuation of nonessential employees at the tower and the airport around 10 a.m. Tuesday after being alerted to ‘a large aircraft 20 miles to the south.’”
(Philadelphia Inquirer, 9/13/01)
“Forty-five seconds after telling Fritz to evacuate the Johnstown tower, Cleveland Air Traffic Control phoned again.
"They said to disregard. The aircraft had turned to the south and they lost radar contact with him.’”
http://www.post-gazette.com/headlines/20011028flt93main...
“Then, somewhere within the air zone, about 15 miles south of Johnstown, the plane turned again toward the south."
http://www.post-gazette.com/headlines/20010912crashnat2...
The plane crashed 16 miles south of Johnstown Airport.
(Bergen Record, 9/14/01)
This story of the third and last evacuation happening on the flight path of UA 93 (Cleveland and Pittsburgh, too) bears many questions.
All accounts that give a precise direction of the suspicious airplane heading towards Johnstown Airport agree that it was from the south.
(AP, 9/12/01 l)
(Philadelphia Inquirer, 9/13/01 b)
http://www.post-gazette.com/headlines/20011028flt93main...
http://www.post-gazette.com/headlines/20010912crashnat2...
It might be rather surprising that Johnstown Airport was ordered to evacuate as it certainly is not a target one could imagine the hijackers to be interested. So while the FAA ordered Pittsburgh control towers at 9:49 to evacuate http://www.post-gazette.com/neigh_city/20010923city0923... no skyscraper in Pittsburgh was evacuated. But if the FAA wants to run no risk on 911 and evacuate all airports that could be touched then again it’s rather surprising that the advice was only given while UA 93 was only 20 miles away. Assuming a speed of 500 mph (it crashed with the official speed of 580 mph) this means that Johnstown had only 2 ½ minutes to evacuate. Which certainly is not sufficient especially as Dennis Fritz doesn’t decide immediately. So if the FAA wanted to run no risk when then wait so long?
But leaving this point aside and having a closer look at what happened at Johnstown Airport on 911 there are several very bizarre points that stand out:
Not only is the final crash site of UA 93 16 miles south of Johnstown Airport (so when first noticed as heading for Johnstown UA 93 is almost exactly at the very location it will later crash (being apparently lower than 2800 feet it is surprising that no eyewitness remarked this plane then)) but this direction is in contradiction to the official flight path of UA 93. If one has a look at the map and follows the official flight path the plane would be west or maximum southwest of Johnstown Airport. So, who is right?
There is one account that contradicts all the quoted statements that UA 93 was heading from the south to Johnstown Airport:
"John Hugya, an administrative assistant to U.S. Rep John Murtha, said he has been told that the plane initially flew over Cambria County Airport in Johnstown. There was no communication from the plane, and the plane was not responding to Cleveland Center, which is how they knew it was one of the hijacked planes."
http://www.post-gazette.com/headlines/20010911somerset0...
But this seems even less believable than the above mentioned accounts. If UA 93 flew over Cambria County Airport in Johnstown then certainly Dennis Fritz would have remarked it?!
The next problem is the moment when Johnstown is signalled that there is no more danger:
“Then, somewhere within the air zone, about 15 miles south of Johnstown, the plane turned again toward the south."
http://www.post-gazette.com/headlines/20010912crashnat2...
In clear this means that UA 93 managed 5 miles in the very time Johnstown had been alerted and finally been evacuated and the big relieve came.
Assuming that UA 93 was heading with 500mph (it crashed with official speed of 580 mph) than the whole period when Johnstown was in danger lasts 36 seconds!
This is rather surprising and difficult to believe.
As UA 93 “turned again towards the south” “about 15 miles south of Johnstown” it is basically exactly at the very place (within a mile) that it will crash. This again is quite unlikely. Nobody reported a 180° turn of UA 93 in the very last minute of its flight. And no eyewitness has recalled this.
One last question is also why Johnstown Airport neither sees UA 93 nor the white jet that seven eyewitnesses remarked at the crash site. Cleveland stated that UA93 was flying at an altitude of 6000 feet and descending. This is also reported by Cleveland controller Stacey Taylor who was in charge of UA 93 (NBC, 9/11/02). So if it was a clear day, a big aircraft would stand out and it was obviously flying above 2800 feet why then wasn’t it seen?
But why does Johnstown Airport have no radar forcing the staff to use binoculars?
On June 15, 1999 the following information is made about Johnstown Airport on the site of the Airport Traffic Control Service:
“Control tower services have been taken over by the Department of Defense. ATC services are provided by Federal Employees of the US Air Force.”
http://web.archive.org/web/20020201000201/www.airnav.co...
and we find the following information:
“ATCT OWNED BY CAMBRIA CO/OPERATED BY BARTON ATC INC.”
http://web.archive.org/web/20020204130525/www.airnav.co...
So, how come they hadn’t no radar on 911?
Why does nothing of this story that explains the evacuation of Johnstown Airport makes any sense? Or in other words: It makes as little sense as the explanation surrounding the evacuation of Cleveland tower and Cleveland Airport.
This article is based on the central finding of 911 researcher Zeitmaschine and the research of Time 8+ and Zaphod 36.
Here is a precise timing of UA 93 being considered a danger to Johnstown Airport:
"At some point, it turned slightly. Cleveland air traffic controllers called Dennis Fritz, the air traffic manager at the Johnstown-Cambria County Airport, 56 miles east of Pittsburgh, at 10:04 a.m. They said the plane was 15 miles south of him, bearing down on the airport."
(AP, 9/20/01)
10:04 really? I though it had crashed already at that point?
The military has an ATC training facility located there, but a private contract tower actually works the airplanes (total staffing of 7 or 8 controllers...not 7 or 8 at a time, 7 or 8 TOTAL).
http://sites.state.pa.us/PA_Exec/Military_Affairs/air_national/258.htm
258th Air Traffic Control Squadron
A new name and a new home both became reality in 1997. First, on May 16 the unit was redesignated the 258th Air Traffic Control Squadron to reflect the Air Force policy of assigning number series to specific unit types. Then, on September 1 the unit moved to Johnstown-Cambria County Airport where they were to assume an additional mission of full-time air traffic control, which also meant the unit would grow from a 68-member flight to a 79-member squadron.
"After moving into the main Johnstown tower, we will still use the mobile tower for tactical training," continued Thomas. "The mobile tower can be used in emergencies and we can deploy with it and set it up anywhere planes are landing or taking off, even at a dirt field."
"Our mission today is to control aircraft from the moment they initially start engines ... "
The future of airport operations at Johnstown rests with the men and women of the 258th.
http://sites.state.pa.us/PA_Exec/Military_Affairs/air_national/98bien.htm#258
In September 1997, the 258th Air Traffic Control Squadron successfully transitioned from the 114th Air Traffic Control Flight in State College to the 258th Air Traffic Control Squadron in Johnstown.
The mission of the 258th is to deploy, operate and maintain air traffic control and landing systems, provide support in conjunction with operations, and augment the fixed control tower at Johnstown/Cambria County Airport.
The unit uses four primary pieces of equipment to accomplish this mission: the mobile Radar Approach Control system, consisting of a van containing two separate radar systems and a van containing operating consoles for the air traffic controllers; a mobile air traffic control tower; a portable, tripod-mounted tactical antenna; and a truck-mounted communications facility.
During this biennial period, unit members provided outstanding support in a number of ways which benefited federal, state and local interests. The most notable achievement of the 258th was the successful transition and move from State College to Johnstown. Unit air traffic controllers now operate the Johnstown/Cambria County control tower, providing air traffic control service to military aircraft, general aviation and commuter airlines. The squadron maintenance section provides routine and emergency maintenance on numerous pieces of equipment that are used to control aircraft.
http://sites.state.pa.us/PA_Exec/Military_Affairs/PAO/pr/7_3_02.htm
In 1999, a state-of-the-art, $6 million tower was built when Murtha, a former U.S. Marine, was able to convince Congress on the importance of the structure.
...
Assigned to provide air traffic control services for the Johnstown-Cambria County Airport 17 hours a day, seven days a week, unit members feel like they finally have the right tools for the job.
Hoping to dispel rumors that United Airlines Flight 93 might have been shot down by military aircraft, the FBI Saturday said that two other planes were in the area but had nothing to do with the hijacked flight crashing in western Pennsylvania.
The FBI said that a civilian business jet flying to Johnstown was within 20 miles of the low-flying airliner, but at an altitude of 37,000 feet. That plane was asked to descend to 5,000 feet -- an unusual maneuver -- to help locate the crash site for responding emergency crews.
...
On Friday, WTAE-TV reported that the mystery pilot in the white plane may have been an area farmer. James K. Will, a Berlin, Pa., farmer who pilots a white Cessna with red stripes (pictured at right) and who has an airstrip near his farm, told Team 4 reporter Paul Van Osdol that he circled the scene about 45 minutes after the crash.
Will said he had just returned from Altoona and, when he'd heard about the crash, flew to the site to take photos of the wreckage. Pennsylvania State Police said that his plane may have been the one that many saw. Will's flight was intercepted by a state police helicopter and was escorted to the Johnstown-area airport. His plane was searched and he was released.
http://billstclair.com/911timeline/2001/pittsburghchannel091501.html
A picture of the little, tiny, helpless and radarless (that, despite this, basically served as the Flight 93 command post) John Murtha Johnstown-Cambria County Airport:
http://www.cooperativeresearch.org/timeline.jsp?timelin...
10:20 a.m.
United Airlines headquarters receives confirmation from the airport manager in Johnstown, Pennsylvania that Flight 93 has crashed.
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http://www.blythe.org/nytransfer-subs/2001cov/Flight_93...
About 10 minutes later, Full's phone rang. It was Kurt Sopp, the
airport authority's security manager. Full said Sopp told him that he
had been informed by Pittsburgh International Airport's air traffic
control tower "that there was a plane within 10 miles in the
Pittsburgh airspace that they had no contact with whatsoever, and they
had reason to believe it was possibly a hijacked aircraft, and they
were taking appropriate action by moving personnel out of the control
tower."
That was all Full learned of the plane. He had no idea of its
altitude, heading, speed or apparent destination. "It meant to me that
it was pretty damn close to the airport, especially when they told me
the control tower was beginning to move personnel out of the tower,"
Full said. "I didn't ask for any of those particulars. I didn't even
look at the clock for a time."
Full got off the phone with Sopp and alerted Pittsburgh officials.
Full alerted City Communications Chief John Rowntree. But even as
Rowntree was learning about the mysterious plane, it continued on its
southeast path, away from Allegheny County. As the plane neared Somerset County, air traffic controllers in
Cleveland alerted their counterparts at John P. Murtha
Johnstown-Cambria County Airport that a plane was about 12 miles away,
"heading directly at the airport at about 6,000 feet," said Joe
McKelvey, the airport's executive director.
"The Johnstown tower chief told me that under the circumstances, he
was going to evacuate the tower," McKelvey said. "Before either one of
us could get off the phone, the aircraft had already passed us by."
LOCAL EMERGENCY PLANNING COMMITTEE (LEPC)
The 3rd quarter meeting of the Cambria County Local Emergency Planning Committee was conducted on September 10th in the air traffic control tower at the John Murtha Johnstown Cambria County Airport in Richland Township. Sergeant James Koshute of the 258 Air Traffic Control Squadron from the Pennsylvania Air National Guard served as the host. In addition to Sergeant Koshute, other LEPC members in attendance were Michael Hoover, Ron Springer, Ralph Saylor, Bernie McCreadie, June Kania, Mike Huss, Vikki King, Georgia Lehman and Leah Spangler.
http://www.democraticunderground.com/discuss/duboard.php?az=view_all&address=125x26158
Earth's magnetic field:
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