HOME  NEWS   MESSENGER   SITE  INDEX   LINKS   CONTACT

 

REPORTS INDEX    AIR REPORTS P2

AIRCRAFT INCIDENT REPORTS


AIRCRAFT INCIDENTS

Following are reports on a variety of aircraft incidents which have been investigated by NewsHawk and others. Reports are listed in reverse chronological order. Scroll down for earlier reports.


Although it would be impossible to maintain a complete archive of reports on anomalous airline crashes, we have kept some articles here for those who may wish to do further investigation.
Many of the original sources for these articles are no longer online.


4.13.03 Egypt Air Flight 990 & JFK Jr.
Some interesting things about the Egypt Air flight and JFK Jr.'s crash.

July 16,1999 JFK Jr. plane crashes off Martha's Vineyard, Massachusetts. The NTSB report describes Kennedy's plane making two mild explainable maneuvers; and then the plane plunged drastically to the right and plummeted straight down, crashing 2600 feet in 45 seconds. It sounds like someone grabbed the controls and suddenly shoved the plane into the water.

On October 31, 1999, at about 1:50 a.m., Eastern Standard Time, Egyptair flight 990, a scheduled international flight from New York to Cairo, crashed in the Atlantic Ocean about 60 miles south of Nantucket Island, Massachusetts. The main theory seems to be that copilot Gameel El-Batouty sent the plane downward in a suicide plunge.

What do these two crashes have in common? The locations weren't too far apart, both took extreme downward plunges a few months from each other.

There seem to be other similar cases in history. In the book "Gateway to Oblivion" by Hugh Cochrane about unusual phenomena in the Lake Ontario area (possibly caused by vortex action in that area) it writes "While some aircraft in this region encounter invisible objects or forces, others appear to drop into a well and are sucked straight down in a vertical plunge into the earth.

On August 10, 1977, two CF-5 jets of the Canadian Armed Forces were speeding across the sky near the eastern end of Lake Ontario, Suddenly, for no apparent reason, one of the jets went into a vertical dive at high speed. The plane was demolished in the crash, killing the pilot. There was nothing to indicate that he had attempted to use his radio to report any malfunction, nor had he used his ejection system to escape from the plunging aircraft.

This was the second Armed Forces jet to be destroyed in this manner in less than three months. Crash investigators were unable to determine why these jets had gone into a sudden dive or why the pilots had not corrected the erratic maneuver or tried to escape certain death by ejection."

The book describes other similar cases, oddly occurring in twos a few months from each other. The Egypt Air pilot was believed to commit suicide for a few different reasons, one was that he turned off the autopilot before the crash. However in Cochrane's book he cites a case that happened on April 4, 1979 of TWA flight 841, he writes: "At about 10 P.M. the plane suddenly began to vibrate, did a 360-degree barrel roll, and went into a plunge toward the earth that took it down five miles at supersonic speed and almost ended in complete disaster.

Federal investigators learned from Captain Gibson that just prior to the event, he had noticed that the auto-pilot began to yaw to the right. At that point Gibson had switched to manual control, but the plane continued the freak maneuver."

Could the same vortex action have occurred with the Egypt Air Flight and Kennedy's? Seems like the only time this possibility is considered is when a plasma spiral is actually photographed at the time of an accident, like with the space shuttle and the sprite. Even then it seems to be dismissed as a main cause.

SOURCE: -> Anomalous Images Mailing List
Ronald rdkramarz@prodigy.net 


9.16.02 UAL FLIGHT #93
PHILADELPHIA DAILY NEWS: http://www.philly.com/mld/dailynews/

Three-minute discrepancy in tape: Cockpit voice recording ends before Flight 93's official time of impact
By WILLIAM BUNCH bunchw@phillynews.com

Val McClatchey / For the Daily News
SOURCE: http://www.philly.com/mld/dailynews/news/local/4084323.htm

THE FINAL three minutes of hijacked United Flight 93 are still a mystery more than a year after it crashed in western Pennsylvania - even to grieving relatives who sought comfort in listening to its cockpit tapes in April.

A Daily News investigation has found a roughly three-minute gap between the time the tape goes silent - according to government-prepared transcripts - and the time that top scientists have pinpointed for the crash.

Several leading seismologists agree that Flight 93 crashed last Sept. 11 at 10:06:05 a.m., give or take a couple of seconds. Family members allowed to hear the cockpit voice recorder in Princeton, N.J., last spring were told it stopped just after 10:03.

The FBI and other agencies refused repeated requests to explain the discrepancy.

The cockpit voice recorder a roughly 30-minute tape loop, is supposed to record the sounds inside the cockpit right up until the moment of impact and usually does.

Aviation experts said there could be several explanations for the gap.

They said it could mean that the FBI and other government agencies either failed to properly synchronize the times, or there were other problems in the retrieving or handling of the tape from the so-called "black box" recovered from the wreckage at Shanksville, Pa.

Or, experts speculated, it could mean there was a major on-board electrical failure on the plane three minutes before Flight 93 crashed, causing the recorder to quit working.

What's not told
The broader significance is that the three-minute gap points to how little is really known about how and why Flight 93 crashed - even as the saga of the doomed jetliner and cell-phone calls from some of the 40 passengers and crew continue to captivate the nation.

"That's part of the whole war aspect - we don't want to tell about what we did and didn't do," said Vernon Grose, a former National Transportation Safety Board member who says he still has questions about the Flight 93 crash. He said he doubts there will ever be "a nice, open public hearing with eyewitnesses telling what they saw."

However, in recent weeks, two books about Flight 93 have topped the best-seller lists, while President Bush and other top government officials continue to invoke the story - based largely on the cell-phone calls - of fighting between the passengers and the hijackers as a "Let's roll" rallying cry to continue the war against global terrorism.

But the FBI has clamped a tight lid of secrecy on the flight data recorder - which could best show how Flight 93 actually crashed - and on the cockpit voice recorder.

"We have no comment at all on the tape issue," said Sam Dibbley, spokeswoman for the U.S. Attorney's office in northern Virginia that presented the tape to families.

An FBI spokesman, Steven Berry, said the bureau continues to officially list the time of the Flight 93 crash as 10:03 a.m. The NTSB referred all questions to the FBI.

But the relatives of Flight 93 passengers who heard the cockpit tape April 18 at a Princeton hotel said government officials laid out a timetable for the crash in a briefing and in a transcript that accompanied the recording. Relatives later reported they heard sounds of an on-board struggle beginning at 9:58 a.m., but there was a final "rushing sound" at 10:03, and the tape fell silent.

What can be heard
"There is no sound of the impact," said Kenneth Nacke, whose brother, Lou Nacke Jr., is one of the passengers believed to have fought with the hijackers. Nacke confirmed that the government said the tape ended at 10:03 a.m.

He added: "The quality of the sound is really poor."

Vaughn Hoglan, the uncle of passenger Mark Bingham, said by phone from California that near the end there are shouts of "pull up, pull up," but the end of the tape "is inferred - there's no impact."

New York Times reporter Jere Longman, who spoke with relatives of all but one of the 40 Flight 93 victims, writes in the epilogue to bestseller "Among the Heroes" that "at about three minutes after ten, the tape went silent."

Lisa Beamer, the wife of passenger Todd Beamer, who heard the tape while working on her No. 1 best-seller "Let's Roll," also gives 10:03 as the end of the flight.

Seismologists - experts in the earth's vibrations - have almost exactly pinpointed the time of the crash of Flight 93 at 10:06:05.

"The seismic signals are consistent with impact at 10:06:05," plus or minus two seconds, said Terry Wallace, who heads the Southern Arizona Seismic Observatory and is considered the leading expert on the seismology of man-made events. "I don't know where the 10:03 time comes from."

Likewise, a written study commissioned by the Department of Defense - carried out by seismologists from Columbia University and the Maryland Geological Survey - also determined impact was at 10:06:05.

Normally, such a large discrepancy might be cleared up when the National Transportation Safety Board releases a written transcript of the voice recorder - edited for sounds of suffering or profanity - right before holding public hearings on an air disaster. But because the Flight 93 crash was part of a criminal act, no NTSB hearings are expected.

The Justice Department has also insisted that the cockpit tape can't be released because it will be played to the jury at the trial of admitted al Qaeda terrorist Zacarias Moussaoui, now set for January.

Although Moussaoui is often referred to in the media as "the 20th hijacker," there's been no evidence that he was slated to be on board Flight 93 or the three other planes hijacked on Sept. 11. Moussaoui's court-appointed lawyers sought last week to block the use of the recording.

What could've happened
Last fall, as the saga of the Flight 93 passenger uprising became widely known, several relatives of the crash victims made an unusual request: They wanted to hear the actual tape. The FBI initially issued a cold refusal.

"While we empathize with the grieving families, we do not believe that the horror captured on the cockpit voice recording will console them in any way," FBI Assistant Director John Collingwood said last December. But under continuing pressure, the bureau changed its mind and agreed to the unusual April gathering at a Princeton Marriott hotel.

None of the family members interviewed for this story recalls any explanation of a discrepancy between the times on the tape recording and the actual crash at 10:06.

They were, according to the relatives and published accounts, given a talk by one of Moussaoui's prosecutors, who speculated that the passengers may have used a food cart to break into the cockpit.

But with government officials refusing to be interviewed, leading aviation experts interviewed for this story could only speculate about the tape discrepancy.

Possibilities they suggested:

• The FBI could have bungled this part of the investigation by failing to synchronize the time stamp of clocks onboard Flight 93 - which could have been set wrong - with air traffic control tapes and other tones that make it possible to determine the exact, correct times. Such a mistake would mean that the tape really did run until the impact, but that all the times given to the relatives on the transcript were off by three minutes.

Investigators typically nail down the correct times very early in a probe, experts said. Todd Curtis, who runs the Web site AirSafe.com, said the three-minute gap "does not make sense."

"From what I have heard about the flight's CVR [cockpit voice recorder], there was at least one transmission from the cockpit to air traffic control that would have been captured by the ATC tapes," Curtis said. "Those tapes should also have some kind of time reference."

• At 10:03, the hijackers - or possibly passengers and crew who were fighting to regain control of the plane - flipped a circuit breaker or switch that cut off power to the cockpit voice recorder.

Experts said this would explain why the tape ends abruptly, but they had no idea why the terrorists would do such a thing, especially so far along into their hijacking. And they noted that the location of cockpit circuit breakers makes it unlikely it was struck accidentally during a struggle.

"That would be a much tougher task than turning off the transponder," said R. John Hansman, an aviation professor at the Massachusetts Institute of Technology. "You would have to know exactly which circuit breaker to pull."

• There was a major on-board electrical failure before the crash - although it's not clear what could have triggered this. It has happened before. On Swissair Flight 111, which crashed off the coast of Nova Scotia in September 1998, the cockpit fire that caused the crash also killed power to the plane's two black boxes six full minutes before the crash.

New evidence that came out last week may support the electrical-failure theory. A federal air traffic controller from Cleveland, Stacey Taylor, told "Dateline NBC" that Flight 93's transponder, initially shut off by the hijackers, came back on briefly only to give out - at 10:03 a.m.

• There was some unknown problem either in retrieving the cockpit tape from the black box, or in its handling by government officials and contractors since last September, or in the presentation that was given in Princeton.

No one has stepped forward with any evidence of that.

But the three-minute gap is certain to fuel ongoing debates on the Internet over how Flight 93 really crashed, and whether the plane could have been shot down by military jet fighters that were sent aloft as the Sept. 11 hijackings unfolded. The government insists there was no shootdown.

Numerous witnesses in the Shanksville area have told the Daily News and other publications since last September that a mysterious, low-flying unmarked white jet, military in nature, circled the area at the time of the crash. The FBI has claimed this was a business jet that had been asked by air-traffic controllers to inspect the Flight 93 crater.

The debate has also been driven by the wide debris field from Flight 93 - including papers found eight miles away - and by conflicting accounts over whether a 911 caller reported an explosion and white smoke on board.

Grose, the former NTSB member, said he doubts the entire story of Flight 93 will ever be told. "I don't think so," he said. "It's like David Crockett at the Alamo. We need heroes."

SOURCE: http://www.philly.com/mld/dailynews/news/local/4084323.htm


9.1.02 Deadly Politics Of Air Safety As Documented By Former FAA Inspector, Airline Pilot, Navy Pilot
http://www.unfriendlyskies.com/

UNFRIENDLY SKIES
History of Air Tragedies and Corruption That Made Them Possible
Authored by Rodney Stich

September 11, the latest déjà vu, following many others, all made possible by the deep-seated hard-core documented corruption within the FAA that subverts the federal government's air safety responsibilities.

Primary Causes For 3,000 Deaths Being Covered Up
It is of utmost importance to realize that the primary blame for the successful hijackings of four airliners by 19 hijackers was a failure of the government's aviation safety responsibilities and not an "intelligence failure." When that obvious fact is recognized, then the next important question is why the government air safety responsibilities were not met, especially after 40 years of fatal hijackings that could have been easily prevented.

Once that is recognized, then the documented hardcore misconduct in government offices can be recognized. Failure to do this will permit, as prior failures have permitted, a continuation of the misconduct and the consequences. The system will not correct itself.

The 3,000 deaths on September 11, 2001, are merely the latest déjà vu consequences of what has been repeatedly reported by government insiders for many years, and covered up.

**NOTE: Please go to http://www.unfriendlyskies.com/  to read the complete story, follow the multitude of links, and download an e-book on the subject.


3.21.02 Egypt Rejects NTSB Final Report on Flight 990, Plans to Appeal
Charges Report is Flawed, Failed to Consider and Analyze All Evidence 

WASHINGTON - PR Newswire 
- March 21 The Egyptian Civil Aviation Authority (ECAA) challenged today's final report of the National Transportation Safety Board (NTSB) on the loss of EgyptAir Flight 990 in October 1999. According to the ECAA, NTSB investigators failed to consider a credible body of evidence supporting multiple failures in the aircraft's elevator control system as the probable cause of the accident and, as a result, further investigation is required. The Egyptian Civil Aviation Authority announced today it will formally appeal for reconsideration of the NTSB's findings of probable cause.

"We believe we owe it to the families of those aboard and to the flying public to find out what caused this tragic accident," said Nabil Fahmy, Egypt's Ambassador to the United States. "Much remains to be done."

The investigation was flawed from the outset when NTSB investigators rushed to judgment in reaching conclusions even before the aircraft wreckage was retrieved from the ocean floor, according to the ECAA.

Errors in translating words on the cockpit voice recorder caused the NTSB to focus its attention on the presumed actions of the pilot. Based on NTSB leaks and public statements, the "deliberate act" theory was perpetuated in the media. Regrettably, the NTSB never gave equal weight or consideration to other accident scenarios, based on the available evidence.

Egyptian authorities have cooperated in all aspects of the investigation.

The FBI conducted its own investigation into the would-be motive of an alleged "deliberate act" by the first officer but found no credible evidence to suggest the crash was the result of criminal intent.

The Egyptian Civil Aviation Authority cites the following examples as NTSB shortcomings in the Flight 990 investigation:

* The cause of damage to a critical valve and rivets in the airplane's elevator system has yet to be determined; 
* The possibility of multiple failures to the control cables which move the elevators and determine the aircraft's upward and downward pitch; 
* Unidentified sounds and words on the cockpit voice recorder have not been analyzed thoroughly; 
* Egyptian investigators have not been provided access to all relevant data including radar information; 
* NTSB simulator tests failed to analyze and account for gaps and inconsistencies in data provided by the aircraft's manufacturer, Boeing; 
* Earlier problems with this aircraft's autopilot have not been analyzed thoroughly; and 
* Expert medical evidence concerning the state of mind of the first officer, who was flying the aircraft, has been ignored by the NTSB. 

The Egyptian Civil Aviation Authority also believes the NTSB has not adequately studied elevator control problems experienced by other airlines operating Boeing 767 aircraft. In fact, these incidents were identified by the ECAA and prompted the Federal Aviation Administration to issue an emergency Airworthiness Directive that required inspection of all Boeing 767s.

The Egyptian Civil Aviation Authority has maintained from the early stages of the investigation that the NTSB failed to consider all relevant evidence and to analyze correctly the evidence that was presented. In addition, the ECAA believes that, one, the NTSB investigation has not followed the spirit of Annex 13 and the International Civil Aviation Organization (ICAO) Manual of Aircraft Investigation and, two, certain NTSB findings are entirely inconsistent with the Board's probable cause statement. As a result, the Egyptian Civil Aviation Authority will appeal to the NTSB for reconsideration of its findings.

EgyptAir Flight 990 with 217 people aboard crashed approximately 60 miles southeast of Nantucket Island, Massachusetts on October 31, 1999. 

Egyptian Civil Aviation Authority

Copyright © 2002 PRNewswire News Copyright © 2002 Interest!ALERT All rights reserved.


2.12.02 Did NORAD Send The "Suicide" Jets?
by Carol A. Valentine carol.valentine@verizon.net 
Curator, Waco Holocaust Electronic Museum http://www.Public-Action.com 
Copyright, February, 2002
May be reproduced for non-commercial purposes. This article soon to be
available at: http://www.Public-Action.com/911/noradsend.html 

Foreword:
Since September 11, the basic facts/factoids concerning 9-11 (the departure times of the aircraft, etc.) have varied depending on the news organization consulted. In this article, I have used as my default the facts/factoids given in Time magazine's September 11 edition unless
otherwise indicated.

February 12, 2002 -- Those of us who have been watching know Operation 911 was an inside job, pulled off by using remote controlled aircraft. We also know that the military organization responsible for protecting American skies --- the North American Aerospace Defense Command (NORAD) -- did not show up on September 11, leaving the skies wide open for the remote controlled jets to work their deadly havoc.

Some will tell you the world is full of coincidences. Here is one for the books. The very people who left the American skies open for the 9-11 attack -- NORAD -- are among the world's leading experts on remote controlled aircraft.

NORAD personnel had the means to send those planes to attack. And NORAD created the opportunity for those planes to attack. This suggests NORAD is a prime suspect.

Yes, NORAD trigger men, traitors, may have guided the "suicide jets" on September 11. The dog we bought to guard the hen house may well have taken the day off and killed the chickens.

ABOUT NORAD
NORAD is the military organization formed by treaty between the U.S. and Canada to monitor and defend North American skies against enemy aircraft, missiles, and space vehicles. In the US, NORAD has an agreement with the Federal Aviation Administration, to cooperate in emergency civil aviation situations. NORAD helps when aircraft go off course or are hijacked.

For information on NORAD, see Canada's Department of National Defense website, "Canada-United States Defense Regulations,"
http://www.dnd.ca/menu/canada-us/bg00.010_e.htm 
[this link no longer works]or
http://www.Public-Action.com/911/norad 

You can read FAA/NORAD regulations at: http://www.faa.gov/Atpubs/MIL 

You may want to pay particular attention to Chapter 7, which deals with the escort of hijacked aircraft. In addition, read the discussion of military interception of civilian aircraft in "Mr. Cheney's Cover Story," by Bykov & Israel. Look at the discussion of how NORAD jets force troublesome aircraft to land. http://emperors-clothes.com/indict/indict-2.htm 

NORAD, MASTERS OF REMOTE CONTROL
Since 1959, NORAD personnel have been installing remote control units in a variety of aircraft and remotely controlling those aircraft in sophisticated aeronautical maneuvers, including combat practice. See "Thwarting skyjackings from the ground," written by Alan Staats for Facsnet, and posted on October 2, 2001. 
(Facsnet is an education service provided for its reporters by Associated Press.)
http://www.facsnet.org/issues/specials/terrorism/aviation.php3  or
http://www.Public-Action.com/911/facsnet/aviation.php3 
(Look at paragraph entitled "History on remote control.")

"Controlling the aircraft from the ground is nothing new. The military has been flying obsolete high performance fighter aircraft as target drones since the 1950s. In fact, NORAD (the North American Air Defense Command) had at its disposal a number of U.S. Air Force General Dynamics F-106 Delta Dart fighter aircraft configured to be remotely flown into combat as early as 1959 under the auspices of a program known as SAGE. These aircraft could be started, taxied, taken off, flown into combat, fight, and return to a landing entirely by remote control, with the only human intervention needed being to fuel and re-arm them."

RE-READ THAT FINAL SENTENCE IN THE ABOVE QUOTE:
"These [NORAD] aircraft could be started, taxied, taken off, flown into combat, fight, and return to a landing entirely by remote control..."

Given over 40 years of institutional experience, flying remotely controlled "suicide" jets into the World Trade Center towers would have been a piece of cake for NORAD. This information puts NORAD's failure to protect our skies on September 11, 2001 in a new light.

NORAD, TRANSPONDERS, AND CONVENTIONAL RADAR
Transponders are receiver/transmitter devices installed on planes for the purpose of tracking their location. Sometimes called "secondary radar," transponders tell Air Traffic Control the latitude, longitude, altitude, and speed of the aircraft as well as the plane's identification, airline and flight number.

Compare transponders with conventional, or "primary radar," which detects distant objects and determines their position, velocity, and other characteristics by analysis of very high frequency radio waves reflected from the surface of the aircraft. Conventional radar shows the latitude and longitude of the aircraft, but, unlike transponders, will not reveal the airline, flight number, nor altitude of the aircraft.

For years air traffic controllers have relied on conventional radar, and it still works. One experienced pilot I interviewed told me that on several occasions he was flying aircraft when the transponder failed. Air Traffic Control simply located his position with conventional radar, no problem.

For more information on transponders, see "Transponder Basics," written by Tom Rogers, a pilot and a Ph.D. physicist who owns an avionics equipment company. The article on the website is undated; however, the author has confirmed (via e-mail to me dated February 10, 2002) that the information contained in the article is current. I quote from that article:

"Today, virtually all ATC radar installations are equipped with both primary and secondary radar capability."
http://www.avweb.com/articles/transpon.html 
[this link no longer works] or
http://www.Public-Action.com/911/transpon 

Many Americans I have spoken to believe that NORAD failed to do its job on September 11 because the "suicide pilots" turned off the transponders in each of the four planes. NORAD was thus unable to find the location of the aircraft and consequently could not intercept them, they say.

Think about it. NORAD's job is to protect us from enemy bombers and missiles sent over our skies by foreign powers. Would those foreign powers be considerate enough to put transponders on their bombers and missiles so NORAD could locate them and shoot them down? Of course not. NORAD is expected to find those unidentified flying objects without transponders.

Confirm this by visiting the Canadian Defense website again, "Canada-United States Defense Regulations."
http://www.dnd.ca/menu/canada-us/bg00.010_e.htm [link no longer works] or 
http://www.Public-Action.com/911/norad 

"NORAD uses a network of ground-based radars, sensors and fighter jets to detect, intercept and, if necessary, engage any threats to the continent."

Transponders help to filter out all identifiable aircraft for NORAD and allow them to focus on those craft that are unidentified. An aircraft flying without a transponder gets special attention. NORAD must have known when each of the transponders in the four "suicide" jets was turned off, and must have known immediately. At all times, NORAD must have known the location of each of the four planes.

Before we go any further, let us consider the implications of the so-called hijackers/suicide pilots turning off the transponders. If the "hijackers" knew enough about transponders to shut them off, they surely must have known the aircraft could be tracked and located by conventional radar. Why, then, did the "hijackers" turn off the transponders? There's a question to ponder.

Put in other words, why did the suicide pilots want to keep the name of the airline, the flight number, the altitude, and the speed of the aircraft a secret, even though the latitude and longitude of the aircraft could not be kept secret? Turning off the transponders would not have helped the mission if NORAD was doing its job. The suicide pilots would have known NORAD would not be fooled by the trick. 

DEFLECTING ATTENTION FROM NORAD
Those who want to pursue the War on Islam of course want to sustain the lie that Muslim suicide pilots were responsible for 9-11. They want to keep the real trigger men -- the men working behind the NORAD cover -- hidden from public view.

So public attention must be deflected from NORAD's culpability and focused on the FAA and the failure of "the system." Top FAA executives and the FAA/NORAD liaison people were of course involved and could give us information. Their failure to speak is either a sign that they have been ordered to shut their mouths for the sake of "national security" or a testament to some other complicity.

While reading the following, notice the varied nature of the diversionary "what did the FAA know and when did they know it and when did they tell NORAD what they knew" controversy. You will notice that no one mentions NORAD's access to complete radar data at all times. Instead there is constant fudging about radar data in general and a pretense that there is no cold, objective evidence that can be examined to tell us what really happened that day.

PATH OF FLIGHT 11
The first plane to hit the WTC, American Flight 11, left Boston's Logan Airport at 7:59 a.m. bound for Los Angeles. In its story "The nation reels," published on September 12, 2001, The Christian Science Monitor says of Flight 11:

"Shortly afterward, as aircraft (sic) was making its turn toward New York City, the plane's transponder was turned off. With its transponder off, its altitude became a matter of guesswork for the controllers, although the plane was still visible on radar ..."
http://www.csmonitor.com/2001/0912/p1s1-usju.html  or
http://www.Public-Action.com/911/csmonitor 

Nice that the civilian conventional radar system was mentioned, but note that NORAD's tracking capabilities and mission are not mentioned. As the Canadian government tells us, " . . . NORAD uses a network of ground-based radars, sensors and fighter jets to detect, intercept and, if necessary, engage any threats to the continent."


UNITED STATEMENT ON FLIGHT 175's RADAR HISTORY
United Flight 175 left Boston's Logan Airport at 7:58 a.m., headed for Los Angeles. At 9:06 a.m., it was the second plane to hit the WTC. United Airlines released a press statement that day. Referring to Flight 175, the press statement contains this sentence:

"Last radar contact with the aircraft was between Newark, NJ, and Philadelphia, PA."

Yet we know Flight 175 continued on to New York and hit the south tower of the WTC. United could have said that the transponder was turned off, and included the information that the plane was still being tracked by conventional radar. Instead, United gave the impression that the craft was not visible on radar "between Newark, NJ and Philadelphia, PA," and was never seen on radar again. That surely is misleading. And of course NORAD is not mentioned.
http://www.ual.com/site/primaryPR/0,10026,1534_877,00.html 
[this link no longer works] or
http://www.public-action.com/911/ual175radar/ 


WASHINGTON POST ON FLIGHT 77
Let's turn now to the Washington Post, one of the nation's loudest cheerleaders for the War on Islam. See "Pentagon Crash Highlights a Radar Gap," (November 3, 2001), covering Flight 77.
http://www.washingtonpost.com/ac2/wp-dyn?pagename=
article&node=&contentId=A32597-2001Nov2 

American Airlines Flight 77 left Dulles Airport near Washington, D.C. at 8:10 a.m. and hit the Pentagon at 9:40. a.m. The Post states it disappeared from radar screens at 8:50 a.m., when the "hijackers" turned off the transponder. But now the Post turns attention to the FAA's ability to track the plane with conventional radar.

"The answers to the mystery of the aircraft's disappearance begin with the fact that hijacking took place in an area served by only one type of radar, FAA officials confirmed ..."

The article goes on to say that "the radar installation near Parkersburg, W.Va., was built with only secondary radar -- called 'beacon-only' radar. That left the controllers monitoring Flight 77 at the Indianapolis center blind when the hijackers apparently switched off the aircraft's transponder."

Flight 77's transponder was turned off at 8:56 a.m., eleven minutes after Flight 11 had hit the first tower of the WTC. Before Flight 11 crashed, its transponder had been turned off. The non-working transponder on Flight 77 should have been a warning of another impending disaster. When Flight 77's transponder was turned off, its location was as clear as a bell. Using mathematical calculations, it should have been easy for the FAA to estimate a range for its probable location. And remember, NORAD would have this information in real time. Flight 77 should have been easy to intercept. Instead, Flight 77 was allowed to meander around the country for 45 minutes, unsupervised.

As the Canadian government might remind us, "NORAD uses a network of ground-based radars, sensors and fighter jets to detect, intercept and, if necessary, engage any threats to the continent." Well, Canada, that's the general idea...

The Washington Post of course neglects to mention that NORAD did not need transponders to track that plane; but still, the Washington Post was not yet through with muddying the waters and diverting attention from NORAD.

"In the case of American Flight 77, it is unclear whether additional warning time would have changed anything. Military jets were scrambled after controllers became aware of the hijacked aircraft, but the fighters could not get to the Washington area in time," says the Post.

That's a dumb lie, even for the Washington Post. Andrews Air Force Base, home of Air Force One, is just 10 miles from Washington D.C. How long would it take for Andrews jets, capable of flying at 1,200 mph plus, to get over Washington D.C./Pentagon airspace?


MIAMI HERALD ON FLIGHT 77
Now let's cut over to the Miami Herald's more believable September 14 story, "Who watched as flight plan was aborted?"
http://www.fpp.co.uk/online/01/11/WTC_AA77.html  or
http://www.Public-Action.com/911/miamihrld.html [link no longer works]

"FORTY-five minutes. That's how long American Airlines Flight 77 meandered through the air headed for the White House, its flight plan abandoned, its radar beacon silent. Originally bound for Los Angeles from Washington, it got as far as the Ohio border before terrorists disabled the aircraft's transponder, a piece of equipment that sends a signal back to control centers.

"It was about 9 a.m. At that moment, the north tower of the World Trade Center was already
in flames.

"Minutes later, a second airliner would crash into the south tower, providing unmistakable evidence that the United States was under terrorist attack.

"Meanwhile Flight 77 was turning around, streaking back east over Virginia toward the White House and finally slamming into the Pentagon at 9:45 a.m.

"Who was watching in those 45 minutes? . . . Even with the transponder silent, the plane should have been visible on radar, both to controllers who handle cross-continent air traffic and to a Federal Aviation Administration command center outside of Washington, according to air traffic controllers.

"The FAA, which handles air traffic control, would not discuss the track of Flight 77 or what happened in air-control centers while it was in flight. Neither would American Airlines."

Why won't the FAA and American discuss Flight 77's route? The damage has already been done, and the pretext to make war on Israel's enemies has already been provided. But while the Miami Herald quite properly notes the suspicious behavior of the FAA and American Airlines, it does not breathe a word about NORAD's mission and capabilities.

CBS vs. WHITE HOUSE ON FLIGHT 77
White House spokesmen Ari Fleischer said that according to radar data he had seen, Flight 77 was headed for the White House. CBS News publicly disagreed with him, saying that's not what the recorded flight path showed. See "Primary Target," September 21, 2001,
http://www.cbsnews.com/now/story/0,1597,310721-412.00.shtml [link no longer works] or
http://www.public-action.com/911/cbsflight77 

What was the source of Ari Fleischer's radar data? What was the source of CBS's radar data? We are not told. All this information comes from anonymous sources.

Friends, some stuff happened on September 11. And some stuff didn't. Radar provides objective evidence of the truth. Yes, someone's playing games with Ari Fleischer's radar data. Someone's playing games with the FAA radar data. But no one is talking about NORAD's radar data.

TIME, NEWSWEEK AND USA TODAY ON FLIGHT 77: 
What Did The Radar Really Say?

O.K. We have established that even when its transponder was turned off, Flight 77's journey would have been tracked by NORAD's conventional radars and FAA conventional radar systems (Miami Herald, above). Flight 77's flight path should be no great mystery. Nor should there be any mystery about the flight paths of the other jets.

Shortly after 9-11, Time, Newsweek, and USA today published diagrams of the flight paths of the run away jets. You can see those diagrams at: http://www.Public-Action.com/911/4flights.html 

In the copy below those diagrams, you will find a discussion of the many contradictions among the three. You will also notice that none of these diagrams show Flight 175 disappearing from the radar screens somewhere between Newark and Philadelphia, as United Airlines claims.
http://www.public-action.com/911/ual175radar/ 

But for the moment, let's look at what each says about Flight 77:

* USA Today produced an animated diagram on its webpage which we cached on October 23, 2001. According to USA Today, on its flight westward, Flight 77 made an unscheduled detour over West Virginia (see the hump.) This detour does not appear on the Time or Newsweek versions. USA
Today's Flight 77 does not cross the border into Ohio, but turns around in West Virginia for its journey back east. Note how far south USA Today's Flight 77 flew, compared to the route taken by Time and Newsweek's Flight 77.

* Time Magazine, in its special September 11 edition (no page numbers) shows that Flight 77 entered Ohio. Note the broken line representing Flight 77's return trip east, with the words "Return flight path uncertain," under the broken lines. The same drawing appeared in Time on
September 24, 2001 (pg. 32).

* Newsweek published its version of Flight 77's flight path on September 24, pg. 31. You will see that Newsweek's rendition of Flight 77's return flight is different than Time's. A point of similarity: the return path is shown by a broken line, and labeled "estimated path."

Yes. Someone's playing games with radar.

PAYNE STEWART RESPONSE: 19 MINUTES, HEY, PRESTO...
On October 25, 1999, at 9:33 a.m. air traffic controllers in Florida lost touch with a Learjet carrying golfer Payne Stewart and several companions after it left Orlando headed for Dallas, Texas. Nineteen minutes after Air Traffic Control realized something was wrong, one or more US Air Force fighter jets were already on top of the situation, in the air, close to the Learjet. Moreover, throughout the course of its flight, Payne Stewart's jet was given escort from National Guard aircraft coordinated across state lines. See "Golfer Payne Stewart Dies," October 25, 1999, at: 
http://abcnews.go.com/sections/us/DailyNews/plane102599.html [link no longer works] or read the
National Transportation Safety Board report on Payne Stewart's flight:
http://www.ntsb.gov/Publictn/2000/AAB0001.htm  or
http://www.Public-Action.com/911/stewart  
(There are minor discrepancies between the ABC and NTSB reports.)

That was the response when a small private jet lost radio contact with air traffic control over a relatively sparsely populated area in Florida. Compare that to what was done when they lost communication with four commercial passenger jets flying over the populous northeast on September 11, 2001.

SEPTEMBER 11 RESPONSE: 80 MINUTES AND WAITING...
Again, the first plane to hit the WTC was American Airlines Flight 11. It left Logan Airport in Boston at 7:59 a.m. According to "A Plane Left Boston and Skimmed Over River and Mountain in a Deadly Detour," published by The New York Times on September 13, 2001,

"The plane held on course, almost due west, for only 16 minutes. 

"Just past Worcester, Mass., instead of taking a southerly turn, the Boeing 767 swung to the north at 8:15. It had been taken over...

"Five minutes later, at 8:20, Flight 11 failed to follow an instruction to climb to its cruising altitude of 31,00 feet. It was this point that air controllers suspected something was wrong. And just about then the plane's transponder, a piece of equipment that broadcast its location, went out."

When Flight 11 veered sharply off course at 8:15 a.m., Air Traffic Control should have known immediately something was wrong. But apparently they did not try to get in touch with Flight 11, and allowed five minutes to go by before instructing it to climb to 31,000 feet. Given that the plane was off course already, why didn't ATC tell it to get back on course? And given that it was off course, why tell the pilots to climb? We are not told. But let's put these considerations aside. Air Traffic Control should have known something was severely amiss at 8:15 a.m., or at the latest, 8:20. a.m.

Yet Flight 11 and three more passenger jets were sequentially permitted to go missing and run amok for at least one hour and 20 minutes (the Pentagon was hit at 9:40 a.m.) without any effective intervention by NORAD.

For further discussion of the many 9-11 anomalies, see 
http://www.mycountryrightorwrong.net/ 

REAL HIJACKERS WOULD PLAN ON NORAD SHOWING UP
"To be able to make these attacks within an half hour [of each other] - that shows an incredible degree of organization or skill," says Stanley Bedlington, a retired senior analyst at the CIA counter-terrorism center." (Quoted in The Christian Science Monitor, "The national reels,"
September 12, 2001.)

Rubbish, Mr. Bedlington. Had there been real hijackers, they would have earned a "D" for this effort. Careful planners would have researched the expected reaction time of NORAD. The Payne Stewart example was already well-known, and the NTSB report was publicly available. Real hijackers would expect NORAD would be onto them in 19 minutes following detection of a problem. (Payne Stewart, above.) Surely this is Hijackology 101.

Look at the three diagrams again: http://www.Public-Action.com/911/4flights.html 

Real hijackers with "an incredible degree of organization or skill" would not have taken jets from Boston to hit New York, and given the NORAD 30 minutes and 50 minutes, respectively, to intercept them. Real hijackers would not have taken a jet from Dulles and meandered all the way to Ohio and back again before hitting the Pentagon.

Real hijackers with even a modicum of organization or skill would have hijacked planes from Kennedy or LaGuardia to hit the WTC towers. They would have hijacked a plane from National, Baltimore Washington, or Dulles airports and hit the Pentagon shortly after take-off, while the planes were close to their targets, before NORAD had a chance to react. Remember, "real" hijackers would have believed they had, at the very most, a 19-minute window of opportunity (Payne Stewart), not an 80-minute window of opportunity.

No. "Real" hijackers did not pull off this caper. Believing that NORAD tried to protect us but was bested by superior hijacker strategy is akin to taking professional wrestling seriously. DC Dave (http://thebird.org/host/dcdave
- link no longer operational) put it succinctly when he wrote "The Show Goes On,"

The Rock's opponent cooperates When he's thrown down on the mat.
Now think of September 11: Our defense was just like that.

=================

A Word About Joe Vialls' "Operation Home Run"
Because we have been discussing the Facsnet article on remote control, this is perhaps the place to mention Joe Vialls' article "Operation Home Run," on remote control of commercial passenger jets and 9-11. "Operation Home Run" has been widely circulated on the Internet. http://www.geocities.com/mknemesis/homerun.html 

In a nutshell, Mr. Vialls says that technology that allows air traffic controllers on the ground to assume remote control of aircraft had been secretly installed in US commercial passenger jets. Mr. Vialls says that unauthorized persons assumed control of the remote control systems on September 11 and caused the crashes.

Mr. Vialls does not cite any documentary evidence, nor does he cite any authorities upon whom he relied when writing his article. A week or so ago I wrote to Mr. Vialls asking him for the source for his information, and asking if the technology had ever been successfully used. Mr. Vialls got back to me, saying he could not cite any documentation to substantiate his claim that the Home Run system had been installed or used on US commercial passenger jets.

Now let's look at the October 2 Facsnet article "Thwarting skyjackings from the ground" once again. Notice the subtitle: "Automated airplane landing systems are advanced enough to bring a hijacked airplane 'home.'"
http://www.facsnet.org/issues/specials/terrorism/aviation.php3  or 
http://www.Public-Action.com/911/facsnet/aviation.php3 

THE FIRST PARAGRAPHS READ:
"Technology now exists that could allow a ground crew to override and direct the flight path of a hijacked plane.

"Following the Sept. 11 attacks on the Pentagon and World Trade Center, President George W. Bush called for the creation of a system that would allow Air Traffic Controllers on the ground the ability to assume remote control of the aircraft and direct it to a safe landing at a nearby airport.

"The military has employed this capability since the 1950s. Modifying and implementing the technology for use on passenger carrying aircraft in the United States would involve significant capital outlay, research and testing..."

The author thus clearly states that the technology "that would allow Air Traffic Controllers on the ground the ability to assume remote control of the aircraft" has not yet been installed into US passenger jets. The author, Alan Staats, warns of the capital outlay involved. Mr. Staats consulted the following experts when researching his article:
***
Richard Vandam, US Airways A320 Captain; Former Captain, U.S. Air Force, RF4-C pilot, Reno National Championship Air Races Air Boss and Chase Plane pilot, check and instructor pilot for vintage Cold War era Eastern Bloc fighter aircraft (MiG-15, -17, -21). Reno, Nevada. 775-742-5640
(cell), 775-851 1930 (home), e-mail rvandam162@aol.com 
***
Aircraft Electronics Association http://www.aea.net . Contact: Paula Derks, 4217 S. Hocker, Independence, MO 64055. Phone: 816-373-6565. Fax: 816-478-3100; email: paulad@aea.net 
***
National Business Aircraft Association. Main contacts: Joseph Ponte, Jack Olcott, 1200 Eighteenth Street NW, Suite 400, Washington, DC, 20036-2506. Tel: (202) 783-9000. Fax: (202) 331-8364. Web: http://www.nbaa.org 
***
FlightSafety International-Corporate Headquarters. Contact: James Waugh, Marine Air Terminal, LaGuardia Airport, Flushing, NY 11371-1061. (718) 565-4100, (800) 877-5343; Fax: (718) 565 4174. Questions@FlightSafety.com 
***
Airline Pilots Association, Contact: Gary Dinunno. http://www.alpa.org 
***
Quite clearly the unnamed sources who gave Mr. Vialls his information contradict the named sources given by Mr. Staats in his Facsnet article. I believe there is clear and convincing evidence that the bad boys operated within the NORAD network, and that's where our attention should be. Note the Vialls article draws our attention to hijackers on the ground outside the NORAD network.

In consideration of all the above, I have come to the conclusion that "Operation Home Run" is a diversion.


WHAT MOTIVE DID NORAD HAVE FOR 9-11?
By now we are familiar with the shocking story of the treason of President Johnson and Secretary of Defense McNamara when they allowed Israel to torpedo the USS Liberty, and ordered American fighter pilots, who were aloft and coming to Liberty's aid, back to their aircraft carrier.
http://www.USSLiberty.org 

When it comes to treason in high places on behalf of Israel, we in the US have seen it already. And every administration since the time of the Liberty attack has cooperated in the treason by failing to investigate and punish the traitors. Such is the bald and ugly State of the Union.

On September 10, 2001, just one day before 9-11, The Washington Times ran a front-page story "US troops would enforce peace under Army study." The Times quoted officers in the Army's School of Advanced Military Studies (SAMS). Of the Mossad, Israel's intelligence/dirty trick service, the SAMS officers said: "Wildcard. Ruthless and cunning. Has capability to target US forces and make it look like a Palestinian/Arab act." 

REPEAT: ISRAEL'S MOSSAD IS:
"Ruthless and cunning. Has capability to target US forces and make it look like a Palestinian/Arab act."
http://www.public-action.com/911/sams.html 

"Let's you and him fight," has been a tactic used through the ages by intelligence agents. If you can goad someone else to destroy your enemy, why not? Thus it is with 9-11. American Zionists -- both of the "Christian" and "Jewish" varieties -- have seized upon 9-11 and used it as a pretext to sweep the world clean of Islam, the burr under Israel's saddle. And NORAD was used to set it up.

"Don't Look AT 9-11. Look BEFORE. Look AFTER . . ."
There are now a plethora of Congressional investigations into 9-11. None of them will honestly examine what happened that day. Instead, Congress will focus its attention on what happened BEFORE the event -- our alleged intelligence failure to predict the "suicide pilots." Congress will decide our intelligence agencies need more money and more police state powers. All opponents to the Empire of Zion must be liquidated. Congress will do everything in its power to make that happen.

In the same fashion, the Zionist flagship newspaper The Washington Post has just concluded a series of articles about "America's Chaotic Road To War." The focus here was what happened AFTER September 11. Neither the Post, nor any other newspaper, will ever tell the reading public of NORAD's treachery.

NORAD Traitor Is Promoted
At the time of the September 11, 2001 attack, Gen. Richard B. Myers was Commander of NORAD. Myers either oversaw the execution of 9-11 himself, or knowingly allowed his organization to be used for that purpose.

Myers has since been rewarded for his treachery. Now you will often seem him photographed, on the front pages of our newspapers with the Stars and Stripes behind him, standing next to the arachnoid Donald Rumsfeld, for on October 1, 2001, Myers was promoted to Chairman of the Joint Chiefs of Staff.

SEE THE BANAL FACE OF EVIL
http://www.dtic.mil/jcs/core/chairman.html 
http://www.Public-Action.com/911/myers 
--
Carol A. Valentine -- President, Public Action, Inc.
http://www.Public-Action.com 
See the handiwork of the world's leading terrorist organization, the FBI: Visit the Waco Holocaust Electronic Museum

911 Lies exposed at http://www.public-action.com/911/ 
* Operation 911: NO SUICIDE PILOTS
* The Taliban Home Video
* Bin Laden: AUTHENTIC INTERVIEW
* 911 Terror: Muslims Suspend Laws of Physics
* Operation Northwoods: The Counterfeit * Osama bin Surplus
* Osama bin CIA Agent
* Press Uses Actors In War On Islam


1.03.02 Airlines were warned of WTC attack on 6/23/2001 Why was no one prepared? 
Robert Lederman  robert.lederman@worldnet.att.net 

The following consists of an alert issued to U.S. airlines on June 23, 2001 specifically about bin Laden. It is from Airjet Airline Worldnews. Below are links and comments on it from various websites. I received this from apfn@apfn.org .

AIRJET AIRLINE WORLD NEWS -- AJN 23JUN2001 23:00 UTC
*** U.S. Airlines may be a terror risk over next 3 days

WASHINGTON - 23JUN2001 (AirlineBiz.Com) With U.S. Gulf forces already on high alert, the U.S. State Department is expected to issue a travel advisory shortly warning Americans traveling overseas to be on their guard.

Videotapes allegedly show Osama bin Laden threatening to attack U.S. interests in the region. Indictments against 13 Saudi nationals and one Lebanese, charging them with killing 19 US servicemen at a military base in Saudi Arabia in 1996 appears to be the catalyst.

With the announcement of the indictments, U.S. Attorney General Ashcroft noted how terrorists are targeting the United States. "Americans are a high-priority target for terrorists," he said.

In recent years, U.S. citizens have found themselves the target of several attacks by the terror network of Osama bin Laden. One such attack involved a plot to destroy 12 U.S. airliners in Asia.

A jury found Ramzi Ahmed Yousef the alleged mastermind of the scheme, and two other defendants, guilty on all counts. Yousef is also the alleged mastermind of the 1993 bombing of the World Trade Center and is also linked to schemes to assassinate President Clinton and the Pope.

Just prior to the attack of the Saudi military base, officials uncovered the plot to blow up 12 U.S. airliners on January 6, 1995 when a fire broke out in a Manila apartment.

During the trial a Secret Service agent testified that Yousef boasted during his extradition flight to New York that he would have blown up several jumbo jets within a few weeks if his plan had not been discovered. The government said the defendants even devised a name for their airline terror plot named, "Project Bojinka."

Tapes played in court showed the defendants talking about how much they enjoyed killing Americans. In a test run, a bomb was placed on a Philippine Air Lines 747 flight to Tokyo. It exploded, killing a Japanese passenger.

The Arabic satellite television channel MBC has reported, "the next two weeks will witness a big surprise."

A reporter of MBC said, "A severe blow is expected against U.S. and Israeli interests worldwide." MBC said the reporter met with Osama bin Laden two days ago in Afghanistan.

"There is a major state of mobilization among the Osama bin Laden forces. It seems that there is a race of who will strike first. Will it be the United States or Osama bin Laden?" the correspondent said.

June 25 is the fifth anniversary of the 1996 bombing of the Khobar Towers bombing which killed 19 U.S. servicemen. Bob Monetti, President of the Victims of Pan Am Flight 103 said, "I hope the airlines are watching this situation closely."

Mr. Monetti, who lost his son Rick on Pan Am 103 is also a special advisor to the FAA on security related matters. Monetti is hopeful about the progress that has been made since the bombing of Pan Am 103.

However, Monetti expressed serious concern about the abilities of the airlines to stop a terrorist organization from carrying out their plans as promised. Monetti noted that Osama bin Laden has had several terrorist targets over the years and not all of them have been military.

"The airlines are at risk -- They need to take all appropriate measures and counter-measures to ensure the safety of their passengers," Monetti said.

SOURCE: Airline News Wire: http://AirlineBiz.com/wire [link no longer works]
http://disc.server.com/discussion.cgi?id=149495&article=15253

 ---------
Ecotoday
1.03.02 911 WORLD TRADE CENTER & AIR DEFENSE ISSUES
http://www.ecologynews.com/cuenews43updates3.html 
9/11 Conspiracy Theories
by Robert Lederman robert.lederman@worldnet.att.net 
(718) 743-3722 
http://baltech.org/lederman/bush-conspiracy-11-23-01.html

High Alert for Travel 06-23-01 
PROOF "THEY KNOW".... HERE'S THE ALERT TO AIRLINES!
http://www.apfn.org/apfn/travel_6-23-01.htm

-------- Original Message --------
Subject: Re: CAN YOU EXPLAIN?
Date: Sat, 22 Sep 2001 13:28:37 -0800
From: "AirlineBiz.Com" AirlineNews@AirlineBiz.Com 
Organization: http://AirlineBiz.Com/wire [link no longer works]  
Everyone was warned but life went on as normal -- That is until September 11, 2001. Airline CEOs who boosted their bonuses by NOT providing adequate security are to blame. The FAA's lack of oversight is to blame. Now we will all pay the price.

American Patriot Friends Network wrote:
PROOF "THEY KNOW".... HERE'S THE ALERT TO AIRLINES!
CAN YOU EXPLAIN?
PLEASE SEE:
http://www.apfn.org/apfn/travel_6-23-01.htm 

*********************
AutoSubscribe: http://AirlineBiz.com/main/subscribe 
[link no longer works]
Admin Email: mailto: Admin@AirlineBiz.Com ?subject=Help
NOTE: AOL SUBSCRIBERS MUST CONFIGURE AOL MAIL PREFERENCES TO RECEIVE AIRJET!
*********************
AIRJET AIRLINE WORLD NEWS™ is a free service provided by AirlineBiz.Com™
======================
mirrored from: http://www.hcfhawaii.com/news/terror_risk.htm [link no longer works]


AIRJET AIRLINE WORLD NEWS -- AJN 23JUN2001 23:00 UTC
*** U.S. Airlines may be a terror risk over next 3 days

WASHINGTON - 23JUN2001 (AirlineBiz.Com) With U.S. Gulf forces already on high alert, the U.S. State Department is expected to issue a travel advisory shortly warning Americans traveling overseas to be on their guard.

Videotapes allegedly show Osama bin Laden threatening to attack U.S. interests in the region. Indictments against 13 Saudi nationals and one Lebanese, charging them with killing 19 US servicemen at a military base in Saudi Arabia in 1996 appears to be the catalyst.

With the announcement of the indictments, U.S. Attorney General Ashcroft noted how terrorists are targeting the United States. "Americans are a high-priority target for terrorists," he said.

In recent years, U.S. citizens have found themselves the target of several attacks by the terror network of Osama bin Laden. One such attack involved a plot to destroy 12 U.S. airliners in Asia.

A jury found Ramzi Ahmed Yousef the alleged mastermind of the scheme, and two other defendants, guilty on all counts. Yousef is also the alleged mastermind of the 1993 bombing of the World Trade Center and is also linked to schemes to assassinate President Clinton and the Pope.

Just prior to the attack of the Saudi military base, officials uncovered the plot to blow up 12 U.S. airliners on January 6, 1995 when a fire broke out in a Manila apartment.

During the trial a Secret Service agent testified that Yousef boasted during his extradition flight to New York that he would have blown up several jumbo jets within a few weeks if his plan had not been discovered. The government said the defendants even devised a name for their airline terror plot named, "Project Bojinka."

Tapes played in court showed the defendants talking about how much they enjoyed killing Americans. In a test run, a bomb was placed on a Philippine Air Lines 747 flight to Tokyo. It exploded, killing a Japanese passenger.

The Arabic satellite television channel MBC has reported, "the next two weeks will witness a big surprise."

A reporter of MBC said, "A severe blow is expected against U.S. and Israeli interests worldwide." MBC said the reporter met with Osama bin Laden two days ago in Afghanistan.

"There is a major state of mobilization among the Osama bin Laden forces. It seems that there is a race of who will strike first. Will it be the United States or Osama bin Laden?" the correspondent said.

June 25 is the fifth anniversary of the 1996 bombing of the Khobar Towers bombing which killed 19 U.S. servicemen. Bob Monetti, President of the Victims of Pan Am Flight 103 said, "I hope the airlines are watching this situation closely."

Mr. Monetti, who lost his son Rick on Pan Am 103 is also a special advisor to the FAA on security related matters. Monetti is hopeful about the progress that has been made since the bombing of Pan Am 103.

However, Monetti expressed serious concern about the abilities of the airlines to stop a terrorist organization from carrying out their plans as promised. Monetti noted that Osama bin Laden has had several terrorist targets over the years and not all of them have been military.

"The airlines are at risk -- They need to take all appropriate measures and counter-measures to ensure the safety of their passengers," Monetti said.

SOURCE: Airline News Wire: http://AirlineBiz.com/wire [link no longer works]


2.02.02 Passenger manifests of 911 planes: NO Mid-East NAMES at all
THE NINETEEN SO-CALLED HIJACKERS are NOWHERE identified on the passenger manifest for the four flights, as obtained by the media and made public on September 11, 2001.

The four CNN URLs at which the four complete passenger lists were published on September 11 are:
http://www.cnn.com/SPECIALS/2001/trade.center/victims/ua175.victims.html 
http://www.cnn.com/SPECIALS/2001/trade.center/victims/AA77.victims.html 
http://www.cnn.com/SPECIALS/2001/trade.center/victims/AA11.victims.html 
http://www.cnn.com/SPECIALS/2001/trade.center/victims/ua93.victims.html 

= = = = = = = =

UNITED AIRLINES FLIGHT 93
United Airlines Flight 93, from Newark, New Jersey, to San Francisco, California, crashed in rural southwest Pennsylvania, with 45 people on board.

CREW

  • Jason Dahl, 43, from Denver, Colorado, was the plane's captain. He had a wife and son. Dahl had a lifelong interest in flying, said his aunt, Maxine Atkinson, of Waterloo, Iowa.

  • Leroy Homer, 36, from Marlton, New Jersey, was the first officer on board. He was married and had a daughter.

  • Lorraine Bay was a flight attendant.

  • Sandra Bradshaw, 38, of Greensboro, North Carolina, was a flight attendant.

  • Wanda Green was a flight attendant.

  • CeeCee Lyles of Fort Myers, Florida, was a flight attendant. She reached her husband, Lorne, by cell phone to tell him that she loved him and their children before the plane went down. The couple between them had four children.

  • Deborah Welsh was a flight attendant.

PASSENGERS

  • Christian Adams

  • Todd Beamer, 32, was from Cranbury, New Jersey.

  • Alan Beaven, 48, of Oakland, California, was an environmental lawyer.

  • Mark Bingham, 31, of San Francisco owned a public relations firm, the Bingham Group. He called his mother, Alice Hoglan, 15 minutes before the plane crashed and told her that the plane had been taken over by three men who claimed to have a bomb. Hoglan said her son told her that some passengers planned to try to regain control of the plane. "He said, 'I love you very, very much, ' " Hoglan said.

  • Deora Bodley, 20, of Santa Clara, California, was a university student.

  • Marion Britton

  • Thomas E. Burnett Jr., 38, of San Ramon, California, was a senior vice president and chief operating officer of Thoratec Corp., a medical research and development company, and the father of three. He made four calls to his wife, Deena, from the plane. Deena Burnett said that her husband told her that one passenger had been stabbed and that "a group of us are going to do something." He also told her that the people on board knew about the attack on the World Trade Center, apparently through other phone calls.

  • William Cashman

  • Georgine Corrigan

  • Joseph Deluca

  • Patrick Driscoll

  • Edward Felt, 41, was from Matawan, New Jersey.

  • Colleen Fraser

  • Andrew Garcia

  • Jeremy Glick, 31, from West Milford, New Jersey, called his wife, Liz, and in-laws in New York on a cell phone to tell them the plane had been hijacked, Joanne Makely, Glick's mother-in-law, told CNN. Glick said that one of the hijackers "had a red box he said was a bomb, and one had a knife of some nature," Makely said. Glick asked Makely if the reports about the attacks on the World Trade Center were true, and she told him they were. He left the phone for a while, returning to say, "The men voted to attack the terrorists," Makely said.

  • Lauren Grandcolas of San Rafael, California, was a sales worker at Good Housekeeping magazine.

  • Donald F. Green, 52, was from Greenwich, Connecticut.

  • Linda Gronlund

  • Richard Guadagno, 38, of Eureka, California, was the manager of the U.S. Fish and Wildlife Service's Humboldt Bay National Wildlife Refuge.

  • Toshiya Kuge

  • Waleska Martinez

  • Nicole Miller

  • Mark Rothenberg

  • Christine Snyder, 32, was from Kailua, Hawaii. She was an arborist for the Outdoor Circle and was returning from a conference in Washington. She had been married less than a year.

  • John Talignani

  • Honor Wainio

The Associated Press contributed to this report.

****************************

AMERICAN AIRLINES FLIGHT 11
American Airlines Flight 11, from Boston, Massachusetts, to Los Angeles, California, crashed into the north tower of the World Trade Center with 92 people on board.

CREW

  • John Ogonowski, 52, of Dracut, Massachusetts, was the pilot of Flight 11. He lived on a 150-acre farm north of Boston. He is survived by his wife, Margaret, and three daughters, Laura, 16; Caroline, 14; and Mary, 11. A lifelong aviation buff, he joined the Air Force after graduating from college and flew planes at the close of the Vietnam War. He joined American Airlines in 1979.

  • First Officer Thomas McGuinness, 42, of Portsmouth, New Hampshire, was Flight 11's co-pilot. He is survived by his wife, Cheryl, and a 14-year-old son and 16-year-old daughter. He was active in Bethany Church in Greenland, New Hampshire, friends and neighbors told The Boston Globe. Rick DeKoven, a church administrator, described him as "a devoted family man."

  • Barbara Arestegui, 38, was a flight attendant from Marstons Mills, Massachusetts.

  • Jeffrey Collman was a flight attendant.

  • Sara Low, 28, was a flight attendant from Batesville, Arkansas.

  • Karen Martin was a flight attendant.

  • Kathleen Nicosia was a flight attendant.

  • Betty Ong, 45, was a flight attendant from Andover, Massachusetts.

  • Jean Roger, 24, was a flight attendant from Longmeadow, Massachusetts.

  • Dianne Snyder, 42, was a flight attendant from Westport, Massachusetts.

  • Madeline Sweeney, 35, was a flight attendant from Acton, Massachusetts.

PASSENGERS

  • Anna Williams Allison, 48, of Stoneham, Massachusetts, was the founder of A2 Software Solutions, a firm that assists companies in software development. Allison had more than 19 years' experience in the software development industry and was a frequent speaker and trainer at national and local conferences.

  • David Angell, 54, of Pasadena, California, was the creator and executive producer of the hit NBC sitcom "Frasier." A native of West Barrington, Rhode Island, Angell entered the Army after graduating from college and served at the Pentagon until 1972. He worked in insurance and engineering before selling a script for a TV series in 1977. In 1983, he joined the TV series "Cheers" as a staff writer and began working with co-supervising producers Peter Casey and David Lee. This team formed a production company, creating and producing "Wings" in 1990 and "Frasier" in 1993. The trio won 24 Emmys.

  • Lynn Angell, 45, of Pasadena, California, was the wife of "Frasier" creator and executive producer David Angell. The Angells were returning from a wedding on the East Coast to attend the Emmy Awards.

  • Seima Aoyama

  • Myra Aronson, 52, of Charlestown, Massachusetts, was a press and analyst relations manager for Compuware Corp.

  • Christine Barbuto, 32, of Brookline, Massachusetts, was a buyer for TJX Cos., the off-price retailer of apparel and home fashions. She was on her way to California on a buying trip. Barbuto is survived her father and two sisters. She had worked for TJX for five years. 

  • Berry Berenson, 53, of Los Angeles, California, was an actress and photographer. She was the widow of actor Anthony Perkins, who died in 1992, and sister of actress and model Marisa Berenson. She is survived by two sons, Osgood, an actor, and Elvis. Born into an aristocratic family, Berenson appeared in the movies "Cat People" (1982), "Winter Kills" (1979) and "Remember My Name" (1978).

  • Carolyn Beug, 48, of Los Angeles, California, was traveling with her mother, Mary Wahlstrom. They had gone to Boston to drop off relatives at a nearby college and were returning home.

  • Carol Bouchard, 43, of Warwick, Rhode Island, was a Kent County Hospital emergency room secretary.

  • Robin Caplin was from Natick, Massachusetts.

  • Neilie Casey, 32, of Wellesley, Massachusetts, was a merchandise planning manager for TJX Cos., the off-price retailer of apparel and home fashions. She worked for TJX for eight years. Casey is survived by
    her husband and a 7-month-old daughter.

  • Jeffrey Coombs, 42, of Abington, Massachusetts, was a security analyst for Compaq Computer. He is survived by his wife, Christie, and three children, Meagan, 10; Julia, 7; and Matt, 12.

  • Tara Creamer, 30, of Worcester, Massachusetts, was a merchandise planning manager for TJX Cos., the off-price retailer of apparel and home fashions. She had worked for TJX for eight years. Creamer is survived by her husband, John, and two children, Colin, 4, and Nora, 1. 

  • Thelma Cuccinello, 71, was a Wilmot, New Hampshire, resident with 10 grandchildren. She was on her way to visit a sister in California. Daughter Cheryl O'Brien gave her mom a ride to catch a bus to Logan International Airport in Boston. "I was the last one to see her," O'Brien said. "I got to kiss her and say 'I love you' and 'Have a nice trip.' "

  • Patrick Currivan

  • Andrew Curry Green was from Chelmsford, Massachusetts.

  • Brian Dale, 43, of Warren, New Jersey, was an accountant and attorney with Blue Capital Management. He was married and the father of three. 

  • David DiMeglio was from Wakefield, Massachusetts.

  • Donald Ditullio, 49, was from Peabody, Massachusetts.

  • Albert Dominguez, 66, was a baggage handler for Qantas Airways in Sydney, Australia. He was traveling on holiday at the time of his death. He was married with four children.

  • Alex Filipov, 70, was an electrical engineer from Concord, Massachusetts.

  • Carol Flyzik, 40, was from Plaistow, New Hampshire.

  • Paul Friedman, 45, from Belmont, Massachusetts, was a consultant for Emergence Consulting.

  • Karleton D.B. Fyfe, 31, of Brookline, Massachusetts, was a senior investment analyst for John Hancock.

  • Peter Gay, 54, of Tewksbury, Massachusetts, was a Raytheon Co. vice president of operations for electronic systems based in Andover, Massachusetts. He had worked for Raytheon for more than 28 years.

  • Linda George, 27, of Westboro, Massachusetts, was a buyer for TJX Cos., the off-price retailer of apparel and home fashions. She was on her way to California on a buying trip. George is survived by her father, mother, sister and brother. She was engaged to be married.

  • Edmund Glazer, 41, of Los Angeles, California, was the chief financial officer and vice president of finance and administration of MRV Communications, a Chatsworth, California, firm that focuses on optical components and network infrastructure systems. Glazer was survived by his wife, Candy, and son, Nathan.

  • Lisa Fenn Gordenstein, 41, of Needham, Massachusetts, was an assistant vice president, merchandise manager, for TJX Cos., the off-price retailer of apparel and home fashions. She was on her way to California on a buying trip. Gordenstein is survived by her husband and two children.

  • Paige Farley Hackel, 46, was a spiritual adviser from Newton, Massachusetts.

  • Peter Hashem, 40, was an engineer from Tewksbury, Massachusetts.

  • Robert Hayes, 37, from Amesbury, Massachusetts was a sales engineer with Netstal.

  • Ted Hennessy, 35, was a consultant for Emergence Consulting in Belmont, Massachusetts.

  • John Hofer

  • Cora Holland, 52, of Sudbury, Massachusetts, was with Sudbury Food Pantry, an interdenominational program that assisted needy families, at Our Lady of Fatima Church.

  • Nicholas Humber, 60, of Newton, Massachusetts, was the owner of Brae Burn Management.

  • John Jenkins

  • Charles Jones, 48, was a computer programmer from Bedford, Massachusetts.

  • Robin Kaplan, 33, of Westboro, Massachusetts, was a senior store equipment specialist for TJX Cos., the off-price retailer of apparel and home fashions. She was on her way to California to help prepare for a new T.J. Maxx store opening. Kaplan had returned to work this year after battling Crohn's disease, a life-threatening inflammatory illness of the gastrointestinal tract. She is survived by her father, Edward Kaplan, and mother, Francine. 

  • Barbara Keating, 72, was from Palm Springs, California. 

  • David Kovalcin, 42, of Hudson, New Hampshire, was a Raytheon Co. senior mechanical engineer for electronic systems in Tewksbury, Massachusetts. He had worked for Raytheon for 15 years. 

  • Judy Larocque, 50, of Framingham, Massachusetts, was the founder and CEO of Market Perspectives, a research firm that offers online and on-site surveys. Before founding the company in 1993, she was the principal of Emergent Marketing, an executive marketing consulting firm. 

  • Jude Larson, 31, was from Los Angeles, California.

  • Natalie Larson was from Los Angeles, California.

  • N. Janis Lasden, 46, of General Electric was from Peabody, Massachusetts.

  • Daniel John Lee, 34, was from Los Angeles, California.

  • Daniel C. Lewin, 31, was the co-founder and chief technology officer at Akamai Technologies Inc., a Cambridge, Massachusetts, company that produces technology equipment to facilitate online content delivery. He is survived by his wife and two sons. He founded Akamai in 1998 with scientist Tom Leighton and a group of Massachusetts Institute of Technology scientists and business professionals. Lewin was responsible for the company's research and development strategy.

  • Susan MacKay, 44, of Westford, Massachusetts, was an employee of TJX Cos., the off-price retailer of apparel and home fashions.

  • Chris Mello, 25, was a financial analyst with Alta Communications from Boston. He graduated from Princeton University with a degree in psychology. He is survived by his parents, Douglas and Ellen Mello of Rye, New York; a brother, John Douglas Mello of New York City; and his paternal grandmother, Alice Mello, of Barefoot Bay, Florida. 

  • Jeff Mladenik, 43, of Hinsdale, Illinois, was the interim president at E-Logic.

  • Antonio Montoya

  • Carlos Montoya

  • Laura Lee Morabito, 34, was the Qantas Airways area sales manager in Boston. She lived in Framingham, Massachusetts, with her husband. She was traveling on company business at the time of her death.

  • Mildred Naiman was from Andover, Massachusetts.

  • Laurie Neira

  • Renee Newell, 37, of Cranston, Rhode Island, was a customer service agent with American Airlines.

  • Jacqueline Norton, 60, was a retiree from Lubec, Maine. She was traveling with her husband, Robert Norton.

  • Robert Norton, 82, was a retiree from Lubec, Maine. He was traveling with his wife, Jacqueline Norton.

  • Jane Orth, 49, of Haverhill, Massachusetts, was retired from Lucent Technology. 

  • Thomas Pecorelli, 31, of Los Angeles, California, was a cameraman for Fox Sports and E! Entertainment Television.

  • Sonia Morales Puopolo, 58, of Dover, Massachusetts, was a retired ballet dancer.

  • David Retik was from Needham, Massachusetts. He was a general partner and founding member of Alta Communications, a Boston-based investment firm specializing in communication industries. Retik graduated from Colgate University and received a master's in accounting from New York University. He is survived by his wife, Susan and their two children, Ben and Molly.

  • Philip Rosenzweig of Acton, Massachusetts, was an executive with Sun Microsystems.

  • Richard Ross, 58, of Newton, Massachusetts, headed his own management consulting company, the Ross Group.

  • Jessica Sachs, 22, of Billerica, Massachusetts was an accountant with PricewaterhouseCoopers.

  • Rahma Salie, 28, was from Boston.

  • Heather Smith, 30, of Beacon Capital Partners was from Boston. 

  • Douglas Stone, 54, was from Dover, New Hampshire.

  • Xavier Suarez

  • Michael Theodoridis, 32, was a consultant from Boston.

  • James Trentini, 65, was a retired teacher and assistant principal from Everett, Massachusetts.

  • Mary Trentini, 67, was a retired secretary from Everett, Massachusetts.

  • Mary Wahlstrom, 75, of Kaysville, Utah, was traveling with her daughter, Carolyn Beug. They had gone to Boston to drop off relatives at a nearby college and were returning home.

  • Kenneth Waldie, 46, of Methuen, Massachusetts, was a Raytheon Co. senior quality control engineer for electronic systems in Tewksbury, Massachusetts. He had worked for Raytheon for 17 years.

  • John Wenckus, 46, was a tax consultant from Torrance, California.

  • Candace Lee Williams, 20, was a student from Danbury, Connecticut.

  • Christopher Zarba, 47, of Hopkinton, Massachusetts, was a software engineer at Concord Communications. He leaves behind a wife and family. He would have been 48 on September 15.

The Associated Press contributed to this report.

**************************************

AMERICAN AIRLINES FLIGHT 77
American Airlines Flight 77, from Washington to Los Angeles, crashed into the Pentagon with 64 people aboard.

CREW

  • Charles Burlingame of Herndon, Virginia, was the plane's captain. He is survived by a wife, a daughter and a grandson. He had more than 20 years of experience flying with American Airlines and was a former U.S. Navy pilot.

  • David Charlebois, who lived in Washington's Dupont Circle neighborhood, was the first officer on the flight. "He was handsome and happy and very centered," his neighbor Travis White, told The Washington Post. "His life was the kind of life I wanted to have some day."

  • Michele Heidenberger of Chevy Chase, Maryland, was a flight attendant for 30 years. She left behind a husband, a pilot, and a daughter and son.

  • Flight attendant Jennifer Lewis, 38, of Culpeper, Virginia, was the wife of flight attendant Kenneth Lewis.

  • Flight attendant Kenneth Lewis, 49, of Culpeper, Virginia, was the husband of flight attendant Jennifer Lewis.

  • Renee May, 39, of Baltimore, Maryland, was a flight attendant.

PASSENGERS

  • Paul Ambrose, 32, of Washington, was a physician who worked with the U.S. Department of Health and Human Services and the surgeon general to address racial and ethnic disparities in health. A 1995 graduate of Marshall University School of Medicine, Ambrose last year was named the Luther Terry Fellow of the Association of Teachers of Preventative Medicine. 

  • Yeneneh Betru, 35, was from Burbank, California.

  • M.J. Booth

  • Bernard Brown, 11, was a student at Leckie Elementary School in Washington. He was embarking on an educational trip to the Channel Islands National Marine Sanctuary near Santa Barbara, California, as part of a program funded by the National Geographic Society.

  • Suzanne Calley, 42, of San Martin, California, was an employee of Cisco Systems Inc.

  • William Caswell

  • Sarah Clark, 65, of Columbia, Maryland, was a sixth-grade teacher at Backus Middle School in Washington. She was accompanying a student on an educational trip to the Channel Islands National Marine Sanctuary near Santa Barbara, California, as part of a program funded by the National Geographic Society.

  • Asia Cottom, 11, was a student at Backus Middle School in Washington. Asia was embarking on an educational trip to the Channel Islands National Marine Sanctuary near Santa Barbara, California, as part of a
    program funded by the National Geographic Society.

  • James Debeuneure, 58, of Upper Marlboro, Maryland, was a fifth-grade teacher at Ketcham Elementary School in Washington. He was accompanying a student on an educational trip to the Channel Islands National Marine
    Sanctuary near Santa Barbara, California, as part of a program funded by the National Geographic Society.

  • Rodney Dickens, 11, was a student at Leckie Elementary School in Washington. He was embarking on an educational trip to the Channel Islands National Marine Sanctuary near Santa Barbara, California, as part of a program funded by the National Geographic Society.

  • Eddie Dillard

  • Charles Droz

  • Barbara Edwards, 58, of Las Vegas, Nevada, was a teacher at Palo Verde High School in Las Vegas.

  • Charles S. Falkenberg, 45, of University Park, Maryland, was the director of research at ECOlogic Corp., a software engineering firm. He worked on data systems for NASA and also developed data systems for the study of global and regional environmental issues. Falkenburg was traveling with his wife, Leslie Whittingham, and their two daughters, Zoe, 8, and Dana, 3.

  • Zoe Falkenberg, 8, of University Park, Maryland, was the daughter of Charles Falkenberg and Leslie Whittingham.

  • Dana Falkenberg, 3, of University Park, Maryland, was the daughter of Charles Falkenberg and Leslie Whittingham.

  • Joe Ferguson was the director of the National Geographic Society's geography education outreach program in Washington. He was accompanying a group of students and teachers on an educational trip to the Channel Islands in California. A Mississippi native, he joined the society in 1987. "Joe Feguson's final hours at the Geographic reveal the depth of his commitment to one of the things he really loved," said John Fahey Jr., the society's president. "Joe was here at the office until late Monday evening preparing for this trip. It was his goal to make this trip perfect in every way."

  • Wilson "Bud" Flagg of Millwood, Virginia, was a retired Navy admiral and retired American Airlines pilot.

  • Dee Flagg

  • Richard Gabriel

  • Ian Gray, 55, of Washington was the president of a health-care consulting firm.

  • Stanley Hall, 68, was from Rancho Palos Verdes, California.

  • Bryan Jack, 48, of Alexandria, Virginia, was a senior executive at the Defense Department.

  • Steven D. "Jake" Jacoby, 43, of Alexandria, Virginia, was the chief operating officer of Metrocall Inc., a wireless data and messaging company.

  • Ann Judge, 49, of Virginia was the travel office manager for the National Geographic Society. She was accompanying a group of students and teachers on an educational trip to the Channel Islands in California. Society President John Fahey Jr. said one of his fondest memories of Judge is a voice mail she and a colleague once left him while they were rafting the Monkey River in Belize. "This was quintessential Ann -- living life to the fullest and wanting to share it with others," he said. 

  • Chandler Keller, 29, was a Boeing propulsion engineer from El Segundo, California.

  • Yvonne Kennedy

  • Norma Khan, 45, from Reston, Virginia was a nonprofit organization manager.

  • Karen A. Kincaid, 40, was a lawyer with the Washington firm of Wiley Rein & Fielding. She joined the firm in 1993 and was part of the its telecommunications practice. She was married to Peter Batacan. 

  • Norma Langsteuerle

  • Dong Lee

  • Dora Menchaca, 45, of Santa Monica, California, was the associate director of clinical research for a biotech firm.

  • Christopher Newton, 38, of Anaheim, California, was president and chief executive officer of Work-Life Benefits, a consultation and referral service. He was married and had two children. Newton was on his way back to Orange County to retrieve his family's yellow Labrador, who had been left behind until they could settle into their new home in Arlington, Virginia.

  • Barbara Olson, 45, was a conservative commentator who often appeared on CNN and was married to U.S. Solicitor General Theodore Olson. She twice called her husband as the plane was being hijacked and described some details, including that the attackers were armed with knives. She had planned to take a different flight, but she changed it at the last minute so that she could be with her husband on his birthday. She worked as an investigator for the House Government Reform Committee in the mid-1990s and later worked on the staff of Senate Minority Whip Don Nickles.

  • Ruben Ornedo, 39, of Los Angeles, California, was a Boeing propulsion engineer.

  • Robert Penniger, 63, of Poway, California, was an electrical engineer with BAE Systems.

  • Lisa Raines, 42, was senior vice president for government relations at the Washington office of Genzyme, a biotechnology firm. She was from Great Falls, Virginia, and was married to Stephen Push. She worked with the U.S. Food and Drug Administration on developing a new policy governing cellular therapies, announced in 1997. She also worked on other major health-care legislation.

  • Todd Reuben, 40, of Potomac, Maryland, was a tax and business lawyer.

  • John Sammartino

  • Diane Simmons

  • George Simmons

  • Mari-Rae Sopper of Santa Barbara, California, was a women's gymnastics coach at the University of California at Santa Barbara. She had just gotten the post August 31 and was making the trip to California to start work.

  • Bob Speisman, 47, was from Irvington, New York.

  • Hilda Taylor was a sixth-grade teacher at Leckie Elementary School in Washington. She was accompanying a student on an educational trip to the Channel Islands National Marine Sanctuary near Santa Barbara, California, as part of a program funded by the National Geographic Society.

  • Leonard Taylor was from Reston, Virginia.

  • Leslie A. Whittington, 45, was from University Park, Maryland. The professor of public policy at Georgetown University in Washington was traveling with her husband, Charles Falkenberg, 45, and their two daughters, Zoe, 8, and Dana, 3. They were traveling to Los Angeles to catch a connection to Australia. Whittington had been named a visiting fellow at Australian National University in Canberra.

  • John Yamnicky, 71, was from Waldorf, Maryland.

  • Vicki Yancey

  • Shuyin Yang

  • Yuguag Zheng

The Associated Press contributed to this report.

******************************

UNITED AIRLINES FLIGHT 175
United Airlines Flight 175, from Boston, Massachusetts, to Los Angeles, California, was the second hijacked plane to strike the World Trade Center, plowing into the south tower. Two pilots, seven flight attendants and 56 passengers were on board.

CREW

  • Capt. Victor Saracini, 51, of Lower Makefield Township, Pennsylvania, was a Navy veteran. He is survived by his wife and two children.

  • Michael Horrocks was first officer.

  • Robert J. Fangman was a flight attendant.

  • Amy N. Jarret, 28, of North Smithfield, Rhode Island, was a flight attendant.

  • Amy R. King was a flight attendant.

  • Kathryn L. Laborie was a flight attendant.

  • Alfred G. Marchand of Alamogordo, New Mexico, was a flight attendant.

  • Michael C. Tarrou was a flight attendant.

  • Alicia N. Titus was a flight attendant.

PASSENGERS

  • Alona Avraham, 30, was from Ashdot, Israel.

  • Garnet "Ace" Bailey, 53, of Lynnfield, Massachusetts, was director of pro scouting for the Los Angeles Kings hockey team. Bailey was entering his 33rd season as a player or scout in the National Hockey League and his eighth with the Kings. Before joining the Kings, he spent 13 years as a scout for the Edmonton Oilers, a team that won five Stanley Cups during that time. As a player, Bailey spent five years with the Boston Bruins and was a member of Stanley Cup championship teams in 1969-70 and 1971-72. Bailey also spent parts of two seasons each with the Detroit Red Wings and St. Louis Blues, and three years with the Washington Capitals. He is survived by his wife, Katherine, and son, Todd.

  • Mark Bavis, 31, of West Newton, Massachusetts, was entering his second season as an amateur scout for the Los Angeles Kings. A Boston native, he played four years on Boston University's hockey team, where his twin brother, Michael, is an assistant coach. In addition to his twin brother, Bavis is survived by his mother, Mary; two other brothers, Pat and Johnny; and three sisters, Kelly, Mary Ellen and Kathy. The Bavis family lost a brother 15 years ago, and Bavis' father died 10 years ago.

  • Graham Berkeley, 37, of Xerox Corp. was from Wellesley, Massachusetts.

  • Touri Bolourchi, 69, was from Beverly Hills, California.

  • Klaus Bothe, 31, of Germany was on a business trip with BCT Technology AG's chief executive officer and another executive. Bothe joined the company in 1994 and was its director of development. He is survived by his wife and one child.

  • Daniel Brandhorst, of Los Angeles, California, was a lawyer for PriceWaterhouse.

  • David Brandhorst, 3, was from Los Angeles.

  • John Cahill was from Wellesley, Massachusetts.

  • Christoffer Carstanjen, 33, of Turner Falls, Massachusetts, was staff assistant in the office of information technology at the University of Massachusetts-Amherst.

  • John Corcoran "Jay" Corcoran, 44, of Norwell, Massachusetts, was a merchant marine.

  • Dorothy Dearaujo, 82, was from Long Beach, California.

  • Gloria Debarrera

  • Lisa Frost, 22, of Rancho Santa Margarita, California, graduated from Boston University this year, with degrees in communications and business hospitality. She is survived by her father, mother and brother.

  • Ronald Gamboa, 33, of Los Angeles, California, was a Gap store manager.

  • Lynn Goodchild, 25, was from Attleboro, Massachusetts.

  • The Rev. Francis E. Grogan, 76, of Easton, Massachusetts, was a priest at Holy Cross Church in Easton. A veteran of World War II, Grogan served as a parish priest, a chaplain and teacher at Holy Cross schools.

  • Carl Hammond, 37, was from Boston, Massachusetts.

  • Peter Hanson, 32, of Groton, Massachusetts, was a software salesman.

  • Susan Hanson, 35, of Groton, Massachusetts, was a student.

  • Christine Hanson, 3, was from Groton, Massachusetts.

  • Gerald Hardacre

  • Eric Hartono

  • James E. Hayden, 47, of Westford, Massachusetts, was the chief financial officer of Netegrity Inc. Hayden is survived by his wife, Gail, and their two children.

  • Herbert Homer,48, of Milford, Massachusetts, worked for Raytheon Co.

  • Robert Jalbert, 61, of Swampscott, Massachusetts, was a salesman.

  • Ralph Kershaw, 52, of Manchester-by-the-Sea, Massachusetts, was a marine surveyor.

  • Heinrich Kimmig, 43, chairman and chief executive officer of BCT Technology Ag, of Germany was on a business trip involving contract negotiations with U.S. partners along with two other BCT execs, the company said in a statement. Kimmig studied mechanical engineering in college. After an internship, he became the design manager at Badische Stahl Engineering, and shortly after, he founded BSE Computer-Technologie GmbH, originally a locally operating software company. In 1999, this company became BCT Technology AG. Kimmig is survived by his wife and two children.

  • Brian Kinney, 29, of Lowell, Massachusetts, was an auditor for PriceWaterhouse Cooper.

  • Robert LeBlanc, 70, of Lee, New Hampshire, was a professor emeritus of geography at the University of New Hampshire. After earning his doctorate at the University of Minnesota, LeBlanc joined the University of New Hampshire's faculty in 1963 as a cultural geographer. With a specialty in Canadian studies, he looked at the Franco-American communities in New England's mill towns. He was acting chair and chair of the geography department for nearly 10 years, retiring in 1999. 

  • Maclovio "Joe" Lopez Jr., 41, was from Norwalk, California.

  • Marianne MacFarlane

  • Louis Neil Mariani, 59, was from Derry, New Hampshire.

  • Juliana Valentine McCourt, 4, was from New London, Connecticut.

  • Ruth McCourt, 24, was from Westford, Massachusetts.

  • Wolfgang Menzel, 60, of Germany joined BCT Technology AG in 2000 as director of human resources. He is survived by his wife and one child. Menzel had planned to retire in six months.

  • Shawn Nassaney, 25, was from Pawtucket, Rhode Island.

  • Patrick Quigley, 40, of Wellesley, Massachusetts, was a partner at PriceWaterhouse Cooper.

  • Frederick Rimmele was a physician from Marblehead, Massachusetts.

  • James M. Roux, 42, was from Portland, Maine.

  • Jesus Sanchez, 45, was an off-duty flight attendant from Hudson, Massachusetts.

  • Kathleen Shearer was from Dover, New Hampshire.

  • Robert Shearer was from Dover, New Hampshire.

  • Jane Simpkin, 35, was from Wayland, Massachusetts.

  • Brian D. Sweeney, 38, was from Barnstable, Massachusetts.

  • Timothy Ward, 38, of San Diego, California, worked at the Carlsbad, California-based Rubio's Restaurants Inc. A 14-year veteran of the company, he opened its second restaurant in San Diego and most recently worked in the information technology department. 

  • William Weems of Marblehead, Massachusetts, was a commercial producer.

The Associated Press contributed to this report.

REPORTS INDEX    AIR REPORTS P2

 
 

Copyright ©2006 IRAAP.org.  All rights reserved.
HOME  NEWS   MESSENGER   SITE  INDEX   LINKS   CONTACT
to top