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9.11 investigation

WTC1 9-11 plane had BRIGHT FLASH before striking showing IT'S NOT COMMERCIAL JET

the hole in the endless nonsense of 'conspiracy theory' that flows from the Bush administration into the media ('the Arabs did it!' lie), is big enough to fly a plane into.
WTC1 9-11 plane had BRIGHT FLASH before striking showing IT'S NOT COMMERCIAL JET (english)
repost 3:42pm Wed Dec 3 '03
article#368550 [  http://www.indymedia.org/front.php3?article_id=368550&group=webcast ]

which reads:

What really happened to AA Flights 11 and 77 on 9-11: THEY DON'T EXIST (english)
repost 5:00pm Mon Nov 24 '03 (Modified on 4:39am Wed Nov 26 '03)

The Bureau of Transportation website contains search pages, where one can pull up detailed statistics about the history of which flights have been scheduled for which airports on any given day. Go to  http://www.bts.gov/ntda/oai/index.shtml

and click on "detailed statistics" where one can search records of scheduled and actual departure times, arrival times, diversions and cancellations by departure airport, arrival airport, airline and flight number.

Searches for Sept 11 2001 reveal that the flights AA 11 and AA 77 did not exist. They were not scheduled that day.

lots of comments here at original post:

Why yes, and the flash is perfectly circular 03.Dec.2003 18:36


...And sizes up quite nicely with the Photoshop built-in 13-pixel shadow/fade brush.
Look, my flash is red!  You can make on too!  All shapes and sizes!
Look, my flash is red! You can make on too! All shapes and sizes!

flights AA 11 and AA 77 did not exist 03.Dec.2003 19:13


"Thus the official figures from the Bureau of Transportation statistics indicate that neither AA 11 nor AA 77
flew on Sept, 11 2001. This solves the question of what happened to them. Nothing. Because the flights did
not exist. This is consistent with other evidence which shows that they were not the objects responsible for
the Pentagon and Nth WTC tower incidents."

Flight 587, November 12 2001?
by Ron Harvey 9:19pm Thu Nov 13 '03 comment#36389

Wierd isn't it that none of the planes that crashed had taken off from an alleged airport, including Flight 587, New York, November 12 2001

Was that event also faked?

by Gerard 11:36am Fri Nov 14 '03 comment#36409

Regarding the comment about 587, that was an international flight. They are not included in that database. Its just for the domestic flights for the major airlines. I checked every domestic flight thats crashed within the time period and search parameters of whats covered by that data base and every one of those flights is there. Planes which crashed on landing are described as "arrived" with the punctuality stats supplied and planes which crashed on take off are described as "cancelled".

What does prevent us from an absolute rock soild proof of how to interpret the data is that I could not find any domestic flight within the time period and search parameters which had crashed between landing and take off (apart from 175 and 93) which were listed as "diverted." I checked sites such as airdisaster.com, and then matched up the details of any crashes with the data base. Everything I found clearly indicated that planes which crash upon landing are listed as arrived, planes which crash upon take off are listed as cancelled,and if one accepts 175 and 93 as examples, then planes which crash inbetween are listed as diverted.

If anyone can find a flight which fits the time period and search parameters of the database, and has been similarly disappeared from the records, then I'll need a serious rethink of the allegation I've made.

However ,I'll reiterate, 587 is not a valid example,and I've failed to find any such example,which was something I checked for quite extensively before writng this, so the hunt is on to find something which does support the objection that planes which crash between take off and landing are for some reason removed entirely from the data base.

If any such exaample is found, then we need to ask why 93 and 175 were not removed.

I know what happened to flight 77 03.Dec.2003 19:23

peter - repost

I know what happened to flight 77
peter 1:48am Fri May 24 '02

I started researching FLight 77 and its passengers. Approximately 16 to 21 of the 58 passangers work at classified positions in the defense sector!!!! Look at how many of them are aerospace engineers. One is a lifetime CIA operative who works for veridian as an aerospace engineer, Yamnicky is his last name. The first passenger listed, Caswell, led a team of 100 scientists for the navy. Several work for Boeing and Raytheon on the Global Hawk in El Segundo, California.

I think many people faked their deaths. Perhaps a remote control center was riding with these folks on the C130 transport plane many witnesses saw at the same time as the missile attack on the pentagon. Here's is the list of people in aerospace/defense/bush associates that were on the plane that disappeared (into the shadow gov?). I'm sorry this is a rough draft, these are all excerpts from AP, Boston Herald, W Post, NYT, and other mainstream sources. The passenger list must be scrutinized to figure out what happenned to the alleged flight 77.

Interesting Passangers of Flight 77 (rough draft)

1. JOHN D. YAMNICKY SR., 71, of Waldorf, Md., was a retired naval aviator, but worked as a defense contractor for Veridian Corp. since his retirement as captain in 1979. His son, John Yamnicky, said his father worked on the development of the F/A-18 fighter jet. John Yamnicky Sr., was on a business trip on American Flight 77. After graduating from the U.S. Naval Academy in 1952, he became a Navy test pilot, flying an A-4 attack plane and would sometimes tell stories of his travels and Navy service in Korea and Vietnam. "He crash-landed five times and walked away from them each," said Cindy Sharpley, a friend of the family. "But not this last one."
Copyright © 2001 The Associated Press
John D. Yamnicky Sr., a retired naval aviator who lived in Waldorf, was 71.

Mr. Yamnicky had worked for Veridian Corp., a defense contractor, since his retirement as a captain in 1979. He was working with military aircraft and weapons systems, said his son, John, 39.

Mr. Yamnicky was en route to California on a business trip, his son said. He took Flight 77 to California several times a month.

"He never talked about his work," said Cindy Sharpley, who has known the Yamnicky family for about 20 years.

But Mr. Yamnicky, a 1952 graduate of the U.S. Naval Academy who became a Navy test pilot, flying an A-4 attack plane, would sometimes tell stories from his travels and Navy service in Korea and Vietnam.

"He crash-landed five times and walked away from them each," Ms. Sharpley said. "But not this last one."

Mr. Yamnicky graduated from the Navy Test Pilot School at Patuxent River in 1960.

"He had done a number of black programs -- which means top-secret," said his son. "We were given no details."

Mr. Yamnicky worked on the development of the F/A-18 fighter jet, said his son.

Mr. Yamnicky, who served on aircraft carriers, became a captain in 1971, when he was stationed at Patuxent River, then worked the office of the Secretary of Defense. Among the many decorations displayed on the walls of his Waldorf home, Ms. Sharpley said, are the Defense Superior Service Medal, Distinguished Flying Cross, Combat Action Ribbon and the Navy Expeditionary Medal.

A native of Barren Run, Pa., Mr. Yamnicky received a master's degree in international relations from George Washington University in 1966.

He is survived by his wife, Jan; four children; and eight grandchildren.
John Yamnicky, 71, of Waldorf, Md., graduated from the Naval Academy and spent 30 years with the Navy, including a stint flying jets in Vietnam. His passions, said Janet, his wife of 41 years, were "flying and his children and grandchildren and traveling. We live on a farm. He loved riding the tractor and doing farmwork." An aeronautical engineer for Veridian, he also leaves four children. Yamnicky left home for the airport at 4:30 a.m. Tuesday. "He told me goodbye," his wife says
Yamnicky was flying to Los Angeles on business for Veridian Engineering, a Virginia-based military contractor, where he worked on fighter aircraft and air-to-air missile programs.
2. William E. Caswell was a third-generation physicist whose work at the Navy was so classified that his family knew very little about what he did each day.

They don't even know exactly why he was headed to Los Angeles on the doomed American Airlines Flight 77.

"It was a trip he often took," his mother, Jean Caswell, said Friday. "We never knew what he was doing there because he couldn't say. You just learn not to ask questions."

It was an unusual feature of life in their family, which Caswell's parents described as very warm and close-knit. The Boston-born Caswell, 54, was very close to his wife, also named Jean, and to her son from a previous marriage, Sean O'Connor.

And nothing mattered more to him than the education of his 17-year-old daughter, Jennifer, a senior at a Silver Spring, Md., magnet high school with a specialty in science. Together, the two had been looking into colleges for her.
Profile courtesy of THE CHICAGO TRIBUNE.

In a Princeton University publication, Caswell's PhD advsior said that in the 1980s "I knew that the Navy needed a really smart scientist to advise on a classified advanced technology project and suggested Bill‚ s name. I was not privy to his day-to-day progress, but by all accounts, it was his thesis project all over again: Starting from zero, he rapidly rose to a position of overall scientific responsibility, leading a team of more than 100 scientists in some of the Navy‚ s most challenging research. His technical and management skills were held in the highest esteem by his colleagues and were officially recognized by major Navy awards and commendations. In a tragic irony, he was traveling for this project as a passenger on hijacked American Airlines Flight 77, and perished with all aboard when it crashed into the Pentagon."

3,4: Wilson Flagg, 63, of Millwood, Virginia, a U.S. Navy Admiral and pilot with American Airlines before his retirement.
Wilson Flagg, a retired rear admiral who was one of three admirals censured by the Navy over the 1991 Tailhook sexual-assault scandal, died in the American Airlines plane that crashed into the Pentagon, his family said yesterday. His wife, Darleen, also died in the crash. Both were 62.

On Oct. 15, 1993, the secretary of the Navy, John H. Dalton, censured Admiral Flagg along with Vice Adm. Richard Dunleavy and Rear Adm. Riley Mixson for failing to prevent misbehavior by junior officers at the 1991 Tailhook Association naval aviators convention, at which women were sexually molested. Admiral Flagg was one of Admiral Dunleavy's deputies in organizing the convention. The letter of censure in his file effectively blocked further promotion and led to his retirement from the Navy. He became an American Airlines pilot and retired from that job. His brother-in-law Ray Sellek said that he was still called on by the Pentagon for technical advice and had an office there.

"I just can't imagine what went on in those last moments," said his niece Ramona Reiss, of Huntington Beach, Calif., breaking into sobs. "I suppose part of him was prepared for something like this. I'm sure that plane didn't go down without a struggle."

Flagg, who used the nickname "Bud," was a decorated Vietnam War pilot and retired American pilot with 35 years' experience. He and Darlene, his high-school sweetheart who became his wife, died on the Boeing 757 when it was commandeered Tuesday by terrorists and crashed into the Pentagon. They were flying from their home in Millwood, Va., to a family get-together in Orange County, Calif.

He continued to work as a consultant to the Pentagon after his retirement as admiral.

An Annapolis graduate, Flagg rose to the rank of rear admiral in the Naval Reserve, Reiss said.

He was one of two senior officials censured by the Navy for being aware of crude sexual conduct in the scandal known as Tailhook and failing to stop it. His boss, Vice Adm. Richard Dunleavy, was cited by officials as bearing more blame for Tailhook than any other individual in the service. Dunleavy received a reduction in rank after he retired as head of naval warfare.

Ultimately, the scandal claimed the career of Adm. Frank Kelso II, the Navy's highest ranking officer.

Reiss said a memorial for Flagg will be held at Arlington National Cemetery with full military honors.

5. Stanley Hall, 68, of Rancho Palos Verdes, California, director of program management with Raytheon Co.

Stanley Hall, 68, of Clifton, Va., was "our dean of electronic warfare," said a colleague at Raytheon, a defense contractor. Hall, director of program management for Raytheon Electronics Warfare, helped develop and build anti-radar technology. He was quiet, competent and something of a father figure. "We have a lot of young engineers who looked up to him as a mentor," Raytheon spokesman Ron Colman said. He leaves a wife, a son and two daughters.

6. Bryan Jack, 48, of Alexandria, Virginia, budget analyst/director of the programming and fiscal economics division with the Defense Department.Bryan Jack, 48, was from Alexandria, Va. Jack, who worked at the Pentagon, was headed to California to give a lecture at the Naval Postgraduate School when American Airlines Flight 77 slammed into the Pentagon. Colleagues say Jack, 48, was a brilliant mathematician. As head of programming and fiscal economics in the Office of the Secretary of Defense, he was a top budget analyst. He had worked at the Pentagon 23 years. He was also a devoted son who called his parents every Wednesday and Sunday
Had Bryan Jack gone to his Pentagon office and settled at his computer at 8 a.m. Tuesday as he normally did, he might be alive today.
But in a cruel twist of fate, Jack was headed to California to give a lecture at the Naval Postgraduate School in Monterey. He was aboard American Airlines Flight 77 when it slammed into the Pentagon at 9:40 a.m.
"You have the question of 'Why Bryan?' " says his older brother, Terry Jack. "But then, you have the question of 'Why anyone?' "
Colleagues like Pentagon economist Carla Tighe say Jack, 48, was a brilliant mathematician. As head of programming and fiscal economics in the Office of the Secretary of Defense, he was a top budget analyst. He had worked at the Pentagon 23 years.
He was also a devoted son who called his parents every Wednesday and Sunday.
"Actually, he was planning a trip to visit us, which he does every 3 months," says his father, James Jack, 84, who is retired from the Air Force in Tyler, Texas. "He'd already purchased his tickets."
Jack had married artist Barbara Rachko last June. Rachko spent weekdays at her studio in New York and the two saw each other on weekends, either at their home in Alexandria, Va., or their apartment in New York. Rachko has a commercial pilot's license and spent 7 years as a naval officer. She resigned from active duty but is a commander in the Naval Reserve. They have no children.
Jack enjoyed photography and hiking and had been remodeling his Alexandria home.
"I never met anyone who I thought was kinder than he was," says his father, who still proudly recounts his son's achievements: Texas debate champion in high school; an MBA from Stanford University; a Ph.D. from the University of Maryland.
His father is philosophical about his son's fate.
"There are things you can't explain," he says. "It's ironic that this is the way it happened, but it's the way it happened."
7. Keller, Chandler "Chad" Raymond Chad was born in Manhattan Beach, California on October 8, 1971 and died September 11, 2001, on board the hijacked American Airlines Flight #77 that departed from Dulles International, Washington D.C. bound for Los Angeles. Chad was a lead Propulsion Engineer and a Project Manager with Boeing Satellite Systems. He lived life to the fullest and never missed an opportunity to be with friends. He loved to surf, ski, snowboard, cook, and had a wonderful sense of humor. Mixed with that humor was a very down to earth and genuine man. He and his wife Lisa were married on July 22nd at the Old Mission in Santa Barbara. He was a loving husband, respected by his coworkers, admired by his brothers and an immense pride and joy to his parents. He is survived by his wife Lisa Hurley Keller of Marina del Rey, his parents, Kathy and Dick Keller of Del Mar, and his brothers Brandon and Gavin. A memorial mass will be held for Chad on Saturday, September 22nd at 10:30 am at The Church of the American Martyrs in Manhattan Beach at 624 15th Street. The family requests that, in lieu of flowers, contributions be made to the Chandler R. Keller Scholarship Fund at the University of Colorado Foundation, P.O. Box 1140, Boulder, CO 80306.
Paid Notice published in THE LOS ANGELES TIMES on September, 21, 2001.

8. Dong Lee, 48, of Leesburg, Virginia, an engineer with Boeing Co.

9. Ruben Ornedo, 39, of Los Angeles, a propulsion engineer with Boeing Co.
Ruben Ornedo, 39, of Los Angeles, was a propulsion engineer for Boeing. He was scheduled to board a plane next week but a lull in an extended business trip in Washington, D.C., gave him an opportunity to go home for a day or two. He wanted to see his wife of three months, Sheila, who is pregnant. "He thought it was worth the trip just to see her," said his brother, Dr. Eduardo Ornedo of Los Angeles. Born in the Philippines, he graduated from University of California, Los Angeles and loved to travel. He and his wife had just bought a house in the Eagle Rock section of Los Angeles and one of his favorite hobbies was going to Home Depot, according to his brother.
Ruben Ornedo, 39, senior project engineer, Boeing Satellite Systems, El Segundo, Calif.
10.Robert Penninger, 63, of Poway, California, an electrical engineer with BAE Systems. Robert Penninger, 63, of Poway, Calif., was an electrical engineer who had worked for defense contractor BAE Systems in San Diego since 1990. According to his neighbor, Kit Young, Penninger lived life to the fullest. He and his wife, Janet, often took motorcycle trips and he loved his souped-up, emerald-green Mustang convertible. They have one daughter, Karen Penninger. "He brought a lot of joy to this neighborhood," said Young, who had lived next to Penninger for eight years. "He was a wonderful neighbor. Best we've ever had."


11 AND 12?. Robert R. Ploger III, 59, of Annandale, Virginia, a software architect with Lockheed Martin Corp.
Robert R. Ploger III, 59 and his wife, Zandra Cooper were from Annandale, Va. Ploger worker for 20 years at Lockheed Martin, where he was a manager in the systems and software architecture department, said colleague Matt Kramer. "He was a terrific guy, always upbeat, always had a smile on his face," Kramer said. His daughter, Wendy Chamerblin said, "He was a combination of intellectual and physical intensity and he had a keen sense of humor."...

13. John Sammartino, 37, of Annandale, Virginia, a technical manager for XonTech Inc.
John Sammartino of Annandale, Va., was a platinum frequent flier on American Airlines. A technical manager for XonTech, an Arlington, Va., science and technology firm, he was heading to company headquarters in Van Nuys, Calif., with colleague Leonard Taylor. "John and Lennie had very similar personalities," says their boss, Bob D'Alessandro. "They had a tremendous amount of patience. They were soft-spoken and reserved. Just top-drawer guys. ... I depended on them so much." Sammartino leaves a wife and daughter. Taylor is survived by wife Karyn and their two young daughters.
John Sammartino, 37, an engineer at XonTech Inc. in Rosslyn, left his Annandale home just after dawn Tuesday for Dulles International Airport. With a colleague, he boarded American Airlines Flight 77 to attend a conference in Los Angeles. By Tuesday night, his wife, Deborah Rooney, and other family members were getting ready to tell 4-year-old Nicole Sammartino that her father was dead.

"We're not holding up well," said Sammartino's sister, Valerie Personick, an economist at the U.S. Treasury Department. "We're not holding up well, but we're fair."

The last time the relatives had gathered, it was a far happier occasion. Over the Labor Day weekend, John Sammartino showed them the window frames and cabinets he had carved with his 83-year-old father, Frank, and was installing in the family's home. "It was terrific," Personick said.

Woodworking was a hobby Sammartino had cultivated since moving to the neighborhood five years ago, Personick said. He was born in New York and came to Washington in the 1980s to study at George Washington University, then earned a master's degree at Johns Hopkins University.

Out of college, Sammartino was hired as an engineer at the Naval Research Lab; he had worked 11 years at XonTech, a research and development firm involved in defense issues. His father and mother, Ann, live in the Mount Vernon area of Fairfax County.

14. Leonard Taylor,
technical manager
By Globe Staf, 9/27/2001
A memorial Mass will be said Saturday for Leonard E. Taylor of Reston, Va., a technical manager at XonTech, a research and development firm specializing in sensor technologies for defense and industry.

A former resident of Andover, Mr. Taylor died Sept. 11 in the crash of American Airlines Flight 77 in Washington, D.C. He was 44.

He was born in Pasadena, Calif. He graduated from Andover High School in 1975 and Worcester Polytechnic Institute in 1979.

15. Vicki Yancey was on her way to Reno for a business conference but hadn't planned to be on Flight 77, which crashed into the Pentagon on Tuesday.

Yancey, a former naval electronics technician, worked for a defense contracting company and had planned to leave Washington earlier, but ticketing problems delayed her departure, her husband, David, told the Washington Post. She called her husband 10 minutes before the flight boarded, to tell him that she got a seat on the plane.
Profile courtesy of THE CHICAGO TRIBUNE.
--Vicki Yancey, of Springfield, was an eager worker and an even more eager traveler. The former naval electronics technician, bound for a business conference in Reno, Nev., was on the first of what she hoped would be many trips for Vredenburg, a Washington-based defense contractor for which she worked. She wasn't supposed to be on American Airlines Flight 77, however. Ticketing problems delayed her departure on an earlier flight, and she made it onto the American plane with minutes to spare. When she called her husband, David Yancey, to let him know, each said, "I love you," before hanging up.

The 43-year-old mother of two daughters -- Michelle, 18, and Carolyn, 15 -- loved politics, figure skating and the beach.

In 1991, she wrote a letter to The Washington Post lamenting the demise of the one-income family. That led to an appearance before the Senate Finance Committee, where she testified about the struggles of middle-class families. USA Today, CNN and PBS followed up with stories.

Above a picture of her on her Web page, Yancey wrote: "I love politics -- here's me testifying before the Senate Finance Committee in 1991. What an exciting day that was!"

-- Steven Ginsberg

Vicki Yancey was never supposed to be on Flight 77 in the first place. But about 10 minutes before it boarded, she called her husband to tell him that she was able to get a seat. The former naval electronics technician needed to be in Reno for a business conference, and ticketing problems had prevented her from leaving earlier.

"I told her to be safe and that I loved her, and she told me she loved me back," David Yancey said yesterday from his Springfield home.

About an hour later -- not knowing his wife's flight number -- he watched the television footage of the disaster at the Pentagon. He began frantically searching the Internet, trying to learn whatever he could about morning departures from Dulles.

Then her defense contractor company called. "They said they were under the belief that she was on Flight 77," Yancey said. "At that point I was in a panic. I tried to call her cell phone again and again."

16. Charles Burlingame

A 1971 graduate of the U.S. Naval Academy, Charles F. Burlingame III was captain of American Airlines Flight 77.

He would have celebrated his 52nd birthday yesterday, said his brother, Mark W. Burlingame of Lancaster, Pa.

Mark Burlingame said his brother was in the Navy Reserve and had worked in the same area of the Pentagon where the airliner crashed. He also was organizing a 30th reunion for his Naval Academy class.

He leaves a wife, Sheri, a daughter and a grandson
Burlingame's family says he would not have given up the cockpit without a fight. If he were still in the cockpit, they say, he would not have been alive as the plane circled back from southern Ohio and flew toward the Pentagon.
Burlingame's father had spent 23 years in the Navy and Air Force, and he and his wife are buried at Arlington National Cemetery, just across the highway from the military headquarters.
While a Navy reservist, Burlingame worked in the Pentagon not far from the crash site.

17. Barbara Olson, Advocate and Conservative Commentator, Dies at 45

WASHINGTON, Sept. 12 - Barbara K. Olson, who was killed on Tuesday on the commercial jetliner that was hijacked and flown into the Pentagon, was well known to television viewers across the nation as a combative and confident political commentator representing the conservative Republican point of view.

Mrs. Olson, 45, was also half of a highly influential couple on Washington's social-political scene; her husband, Theodore B. Olson, an appellate lawyer, successfully argued the Florida election case for George W. Bush before the Supreme Court. President Bush named Mr. Olson the nation's solicitor general, the official who formulates the administration's strategy before the nation's courts.

Mr. Olson was in his Justice Department office on Tuesday morning when he received two calls from Mrs. Olson, who was using her cell phone aboard American Airlines Flight 77 to tell him the plane had been hijacked. Her description of what was occurring in her last moments provided what officials said was valuable information about the incident. She reported that the flight crew had been herded to the back of the plane with the passengers, and she asked her husband what she should tell the pilot who was apparently beside her while the hijackers were in control of the cockpit.

Mrs. Olson's friends and her husband said her efforts to "do something" on the doomed plane were exquisitely in character. " She never sat back," her husband said in an interview.

The Olsons, who were married four years ago, complemented each other in style. Mrs. Olson was the more outspoken of the two in her televised commentaries, while Mr. Olson presented a more deliberative face in his role as the reigning constitutional litigator for the Republican establishment.

Although Mrs. Olson was generally a take-no-prisoners advocate, Mr. Olson recalled on Tuesday that she recently told him she had come to believe that the national political debate had become too acrimonious. He recalled that she said that during one television appearance, she believed those who called in comments to her and her liberal counterpart, Bill Press, were far too harsh.

Barbara Kay Bracher Olson was born on Dec. 27, 1955, in Houston, and trained to be a teacher at the University of St. Thomas in her hometown. But, she had told friends, she wanted to save enough money to go to law school and decided a quicker way to do so than teaching was to become a part of the film industry.

With no experience in the field but an abundance of self-confidence, she moved to Hollywood and began telephoning production companies connected to well-known actors, offering herself as an all-around helper. Stacy Keach finally offered her a job, Mr. Olson recalled this week, and when she saved enough money to go to law school, she moved to New York to attend the Benjamin N. Cardozo School of Law at Yeshiva University.

Mrs. Olson turned down jobs in New York after law school because she yearned to live in Washington. As chief counsel for the House Government Reform and Oversight Committee's Republican majority from 1995 to 1996, Mrs. Olson led the investigation into President Bill Clinton and Hillary Rodham Clinton's role in firing longtime employees of the White House travel office. She became a caustic and relentless critic of the Clintons.

Mrs. Olson wrote "Hell to Pay" (Regnery, 1999), a highly critical book about Mrs. Clinton, and recently finished a sequel, "Final Days," about the Clintons' last weeks in the White House. Mr. Olson said it would be published by Regnery.

Mrs. Olson is survived by her brother, David Bracher, and her sister, Antoinette Lawrence, both of Houston, as well as her husband.
Editorial Obituary published in THE NEW YORK TIMES on September 13, 2001

18. Karen Kincaid, 40, of Washington, D.C. An Iowa native, she was a partner at the Washington law firm of Wiley Rein & Fielding, which specializes in communications law. She was flying to Los Angeles to attend a wireless industry conference. She was training to run in the Marine Corps Marathon Oct. 28 with her husband of 5 years, Peter Batacan, a lawyer at another firm. "She was very self-effacing," says Richard Wiley, head of the firm. "She was really one of the nicest most genuine individual you would hope to meet."
[Wiley Rein & Fielding is a powerful Republican law firm that was part of the Bush Cheney Transition team 2001 as well as important white collar crime defense counsel]

19. Steven 'Jake' Jacoby was chief operating officer of Metrocall Inc., one of the nation's largest paging companies. "The fact that Metrocall's technical operating network continued to function and provide critical communications during this horrific event was a tribute to Jake," said Vince Kelly, the firm's chief financial officer. Jacoby, who was in the American Airlines flight that slammed into the Pentagon, recently oversaw the development of a two-way paging device for critically ill people to use in emergencies, Metrocall spokesman Timothy Dietz said. The company has handed out devices to emergency personnel working the scene in Washington and New York. "I understand they're being used," Dietz said. "That would make Jake happy." Jacoby is survived by his wife, Kim, and three children.-------

---At 7 a.m. on Sept. 11, Mike Scanlon [MetroCall spokesperson and long-time friend of Bush adviser, Karl Rove] was asleep in a hotel bed in San Diego. The senior vice president of marketing and communications for Alexandria-based Metrocall was on the West Coast for a trade show - one of two exhibitions of interest that day to his firm, the second-largest provider of wireless pagers in the nation. Steven D. "Jake" Jacoby, the company's chief operating officer, was going to cover the other show in Los Angeles. The two men had been close colleagues for 20 years. "I can't tell you how many times I sat next to him on an airplane," says Scanlon who left Dulles airport for the coast the night before. Jacoby was due to leave from Dulles to Los Angeles on American Flight 77 that morning.
As Scanlon slept peacefully, the pager on his bed stand suddenly blared. "All hell had broken loose," he says. He tried to call his office, but the lines were jammed. Soon, he learned the stunning news. Terrorists had hijacked Jacoby's airliner and slammed it into the southwest side of the Pentagon. All on board, including Jacoby, had died. Metrocall officials, using their name-brand pagers, frantically tried to account for the rest of their executive staff.
But there was a incredible irony in Chief Operating Officer Jake Jacoby's death, company officials say.
The wireless messaging system that Jacoby designed went into maximum overdrive as his life came to a devastating end when his plan crashed into the Pentagon. Jacoby was one of the key architects of a multiple-frequency wireless messaging system that has 15 redundant backup frequencies at any given time. Metrocall has 6.2 million customers nationwide, many of them in the medical or emergency services field.
"He's the guy who had more to do with setting up the systems, and we lose him when our systems are taxed to the max," says Mike Scanlon, vice president of marketing and communications for Metrocall (< http://www.metrocall.com>). "His system may have saved lives at the Pentagon."
Even as it mourned the loss of one of its top executives, Metrocall donated 4,000 pagers and wireless messaging services to relief efforts in New York and Arlington. Those devices were more reliable than the overloaded telephone and cellular networks Sept. 11, and may have saved a few lives, Scanlon says.
"Nationwide, 75 percent of the hospital, emergency worker and medical field use our services," Scanlon says. "Many of them were made aware of the attack through our system and our devices."
While it's not clear whether the reliability and availability of Metrocall's services during the disaster will have a positive economic impact on the already struggling company (Nasdaq: MCLL), Scanlon says its one-way and two-way messaging devices have been in high demand around the search and rescue operations in New York and Arlington.


usually sees red

James write's that his "on" has a "red light" in it. I certainly don't see one in his "on" and therefore, given it must have been a
botched haste job of photoshopping (something you'd expect from government types), I'm lead to believe he is a troll. Now,
if so, then we need to call his hand and urge him to do better next time, as damnit, we want value for our tax-dollars...not BS!

The neocons are finished! 03.Dec.2003 20:00

Bird Dog

The wicked web that they spin is on the fall in society.
Watch the main stream news and the neocon radio shows.

Also call and harass them as much as possiable.
Here are some links.

YOU can call The Rush Limbaugh Show program line between 12 Noon and 3PM Eastern Time at: 1-800-282-2882
You can e-mail Rush at:  rush@eibnet.com
You can fax Rush at: 212-563-9166
You can write Rush at:
The Rush Limbaugh Show
1270 Avenue of the Americas
New York, NY 10020

Sean Hannity Neocon Show
To call Sean during the show dial 1-800-941-SEAN (7326). Show hours are 3PM - 6PM Eastern, 12PM - 3PM Pacific.

Give Them HELL!

I looked at the "crash" for several minutes 03.Dec.2003 20:17

Seatac Reader

And I noticed one thing after blowing it up.

The "flash" is a diamond shape (or so it looks like to me).

I've worked with explosives before and never seen a detonation that was perfectly diamond shaped.

P.s. I also caught the "red flash" that James put in. Came over clear as a bell. Next time James try something like a Pokemon or Teletubbie face. That would be a whole lot more believable than the diamond explosion.

not a detonation 04.Dec.2003 08:39


"a detonation that was perfectly diamond shaped."

Most likely it wasn't a 'detonation.' Timing a detonation with the crash of the plane would be unlikely. Having something be fired from the plane, as some have suggested, is more likely.

Have you worked with missiles before?

Also, it doesn't look like James was the person who originally posted, so what are you talking about?

Clarification 04.Dec.2003 09:29

Seatac Reader

'Also, it doesn't look like James was the person who originally posted, so what are you talking about?"

I was responding to the first person who responded to this subject, not the original poster.

"Having something be fired from the plane, as some have suggested, is more likely.

Have you worked with missiles before? "

Yes I have. I've even seen them hit large concrete objects and not one of them left a perfect diamond pattern of either tailfire or detonation.

Also, take into account the timing of this "Detonation". For it to have been a missle, it would have to have been fired almost to the second the plane slammed into the building. Why? why wouldn't the plane simply keep the missle on the rack and let the plane's detonation do the job of setting it off? If they were trying to cover it up as you say, why run the risk of showing a missile being fired?

I still think this is a clever editing segment and nothing more. Nothing that film suggested that it was a detonation or missile fire. It's too small, too grainy and the "flash" has too many smooth shapes and does not display the same grain as the rest of the picture.

A poor editing job at best.

I also looked at the tiny blurred plane several times 04.Dec.2003 10:05


Everything is so blurred and tiny in this little itty bitty super-slowed clip that it's possible to draw many conclusions. One thing I noticed was the dark patch that appeared right under where the flash occurs. I realized it is the plane's shadow on the side of the building. After realizing that, I noticed that the flash occurs just as the shadow meets the plane.

I think the flash is the nose of the plane striking the building. If I remember correctly, airliners are somewhere around 130 feet long (I think that's about the length of a 737, but I don't recall offhand what kind of plane hit the tower - could be something longer). Even moving at 500 miles an hour, it takes 130 feet of airplane a bit of time to fully impact the building.

It has been a while since I've seen it, but I recall seeing film or video of the second plane hitting. I recall thinking that while the front of the plane was turning into flaming wreckage, the back end, for only a second or so, was still intact. (I also recall how weird it seemed to be thinking that while watching something that depicted the instant deaths of probably several hundred people on the plane and in the building.)

The flash might also have been from a window catching the sun at just the right angle as it was twisted out of its frame before being totally destroyed.

It could've been a lot of things, but I think reaching the conclusion that it just had to be a missile, based on a tiny, blurry image is quite a stretch, especially when, as has been suggested, it would be so easy to manipulate the clip with Photoshop. I think someone used Photoshop shortly after the tragedy to make a "face of Satan" in the smoke pouring from towers and put it on the front page of one of those supermarket tabloids.

There are so many questions remaining about what happened on 9/11. I think one of the biggest ones is: Why are Bush & Co. working so hard to keep us from finding out about what happened?

dumbass 04.Dec.2003 10:20


Ok, so if the planes were fake, what about all the passengers? Are you telling me that all the passengers that did not come home that day were kidnapped, carried away and buried in a mass grave so they could then fake an airplane crash? There is no way to pluck all of them from the airport between the gate (remember, before 9-11, it was customary for people to see their friends and family off at the gate) and the plane. They did not come home, so something must have happened to them.

Don't be so damn stupid.

If the strike was done by other forces (who knows, it's not that unlikely), it would be a hell of a lot easier for CIA operatives or whatnot to just hijack an airplane and crash it, rather than kill off a few hundred passengers, hide their bodies and then use a missle. There is absolutely no reason anyone would ever want to or need to use a fake plane, when using a real one is so much easier, cheaper and more effective.

Your theory is flat out absurd, only a real idiot would even bother wasting their time trying to think of reasons not to believe something so easy to prove. Sure, there could have been a cover up, sure it could even be a willful act of our government, the hijackers could have been government employees (osama was one for years, why not?), the planes could even have been sabotaged with an autopilot system and gas to take out the pilots so they could be flown by remote, but the four planes that crashed that day were COMMERCIAL PASSENGER JETS FULL OF PEOPLE, not missles, military jets, unmanned vehicles, UFOs, griffins, flying refrigerators, a FOX news satelite, a giant dildo or zepplins.

i resemble that remark 04.Dec.2003 18:21

so damn stupid

"Are you telling me that all the passengers that did not come home that day were kidnapped, carried away and buried in a mass grave so they could then fake an airplane crash? There is no way to pluck all of them from the airport between the gate (remember, before 9-11, it was customary for people to see their friends and family off at the gate) and the plane. They did not come home, so something must have happened to them.

Don't be so damn stupid."

When the you know whos were planning Operation Northwoods... you know, maybe hijack a plane and blame it on Cuba, that kind of thing... what were they planning on doing with the passengers then?

Maybe there are lot of places you could land and dump passengers when you become invisible to radar if you turn off your little beeper box (and to think we spend all that money on Stealth planes when that was all they had to do to vanish off of radar screens)... and if 3/5 of a passenger list can be cited as probably having some kind of significant security clearance just by probably doing Internet searches?

A week doesn't go by when something isn't added to the pot... you've probably heard bits of the call from a woman on one of those planes, the one whose husband was a noteworthy media person? I've read recently they had some interesting connections down there in Florida... hmmm... it doesn't get better, it just gets weirder...

I am not saying it was not a conspiracy, just that this version of one is stupid 05.Dec.2003 00:40


It may well be a conspiracy, but it was a regular passanger jet that crashed. Nobody has anything to gain by taking a jet, full of people, hiding it someplace, killing the people, disposing of the bodies and then crashing a military jet into the towers. It is much easier and less prone to fail if they just hijack a regular jet and fly it into a building.

more detail from WTC1 impact, from Firemans Video: top floor BULGE/EXPLOSION 16.Dec.2003 00:32

original poster

pictture: top floor bulge that shows up in two different WTC1 hit films, they almost timed it right to be occluded by the smoke from the hit, though they missed by half a second. This means they are watching from somewhere nearby secure--with their equipment--to make such decisions. Most likely in WTC7's Emergency Control Bunker, neatly destroyed at the end of the day just like the other towers.

First, to GPFX, we are attempting to uncover what happened based on our senses, instead of attempting to frame a 'probablistic' sense that would go over well. There are other places to observe this flash than the (admittedly) poor original GIF image I found and posted. I beg you: think what you are saying. You're basically arguing against your senses here with that approach.

1. However, I do agree that you can frame the 9-11 standdown without the substitute planes. Though IF that is NOT what happened, why get attached to your thinking? Certainly my thinking has been kept open by all the twists and turns.

2. Certainly there is enough for treason trials of major NORAD and Executive branch members without the substitute planes issue. However, it looks like this whole shebang had many different experimental tests involved in it.

If GPFX is uncomfortable with this line of approach, fine. Trust me, there is plenty of this coverup to go around without worrying about having some catholic dogma about it so far. It is only more data that can check against (and show) once held assumptions to be just that--assumptions. Simply file the issue away in your head, and move on if you want. I suggest you spend your time on another TANGIBLE 9-11 facet instead of waste time making philosophical probablistic statements.

And if James is the best the trolls can do, they are surely in for~

So back to documenting the whole event, because it is only by keeping eyes and ears open to actualities instead of probabilities will we lick this fascist coup.

MOREOVER, something I just came across: it additionally seems that a detonation was set off near the top of WTC1 as the explosion cloud was moving upward. [There are several eyewitnesses for explosions underground in the WTCs, in the lobby of WTC1, and along several floors for detonations in WTC1 and WTC2. These have occurred before the planes, during the planes, and after the planes, so this is far from shocking to me to find more evidence of these over time.

reference 1:

quoting from that page:

Using Quick Time I framed out a few clips of this vid. It appears to me that there was an explosion several floors above the initial impact. I thought at first this could be from the explosion inside the building, bursting out, but in my opinion, it is too many floors above the initial impact. It occurs in a single point and is near the top of the building. You can clearly see that it explodes outward on the side of the building as well.



reference 2:

quoting from that page:

Notice that whatever is creating the familiar explosion is happening at the top of the video as well.
The developing explosion at the top is eventually subsumed by the more rapidly developing explosion below it. This is shown more graphically in the anamolous bulge seen in the original fireman footage. . .

YES, ALL SITES QUOTED HERE HAVE BEEN ARCHIVED, James. I await your next amateurish graphics art display with great eagerness. What about putting a little Bush head there as it explodes? That might get you fired by your superior though. Though with tax dollars, just think: I am paying you to do it anyway, so go right ahead!

So troll, earn your overtime and explain away why there are so many examples of DETONATION SQUIBS ALL OVER THE BUILDINGS WTC1 and WTC2, AND ON BUILDING 7 AS WELL?

Come on trolls, you know you are working for the dark side. ..nothing to be proud of at all. Draw a Pokemon and call it a day.

image failed to come through, or i'm just impatient 16.Dec.2003 00:37


picture: top floor bulge that shows up in two different WTC1 hit films, they almost timed it right to be occluded by the smoke from the hit, though they missed by half a second. This means they are watching from somewhere nearby secure--with their equipment--to make such decisions. Most likely in WTC7's Emergency Control Bunker, neatly destroyed at the end of the day just like the other towers.
top floor bulge that shows up in two different WTC1 hit films
top floor bulge that shows up in two different WTC1 hit films

back to topic 16.Dec.2003 01:11

original poster

one more thing, I doubt the bright flash is internal. It looks very much like it is directly on line with the incoming hit, from the plane like it was fired from the plane.

(a) The US military has had a laser firing plane since 1996--at least publicly (who knows, perhaps earlier is what I mean). I wonder if this is some adaptation or use 'in the field.'

(b) There have been reports of scalar weaponry since 1990, with the invasion of Panama, and most recently, in Iraq.

the first airborne laser plane, B-747-4G4 takes off Jan.6, 2000 16.Dec.2003 01:47

original poster

you've got to see these (already archived and pictures saved) sites.

Airborne laser systems overview:

Air Force Technology - ABL YAL 1A - Airborne Laser - Industry web site giving news and project information on the Airborne Laser project. The project is being developed by the Air Force Research Laboratory and its industry team, (Boeing, TRW and Lockheed Martin).

AL-1A Airborne Laser (ABL) - interactive diagram - ABL Airborne Anti-Ballistic Missile Laser. Information about the ABL project by Boeing, Lockheed Martin, TRW, USAF. Technical characteristics and photos.

AL-1A Airborne Laser News / Press Releases - Boeing company web site with latest press releases concerning the ABL, Airborne Laser program.

Aviation Week's Aviation Week & Space Technology - Directed energy weapons--lasers and high-power microwaves--are emerging from the black world of classified projects as the time nears for their debut on aircraft, vehicles, ships and eventually even spacecraft

Missile Defense, Present & Future - ABL article - Greg Goebel's enthusiast site, article 2.7, provides a technically literate yet concise synopsis of the ABL system. Other anti-ballistic missile efforts are listed in similar format.

lots of nice pictures of damage from airbore laser test firings as early as 1993:

picture: the first ABL [airborne laser] B-747-4G4 flying platform, 00-0001 (c/n 30201), Jan. 6, 2000 taking-off from Paine Field, Everett, Washington

Chemical Oxygen-Iodine Laser (COIL) Technology: U.S. MIL. & ISRAELI CONNECTION 08.Jan.2004 21:31




Airborne Laser - overview

The Airborne Laser concept was developed in mid-1980s as a part of Reagan's "Star Wars" hysteria. Among the first experiments in airborne military laser technology was a tanker plane (a modified USAF C-135 airborne laser laboratory, serial number 0-53123, with a large dorsal hump housing an optical focusing system) equipped with a 400 kW gas-dynamic laser, which was successfully used to damage a low-flying drone and five Sidewinder air-to-air missiles.

The ABL (YAL-1A) concept was resurrected following the Persian Gulf War, during which the Coalition forces found themselves nearly defenseless against Iraq's Scud medium-range ballistic missiles. As the result, today's airborne laser concept is centered around ABM role. The ABL system is being developed by Boeing (aircraft, weapons system integration, battle management, command, control, communications, computers, and intelligence), TRW Space & Electronics (laser and ground support), and Lockheed Martin Missile & Space (beam & fire control). The project is coordinated by the Air Force Phillips Lab., Kirtland AFB, NM.

Unlike previous airborne laser ideas, the ABL built around a megawatt-class, continuous-beam chemical oxygen-iodine laser (COIL), in which the mixture of hydrogen peroxide and chlorine gas produces excited oxygen molecules. The oxygen molecules mix with iodine molecules and produce excited iodine atoms. These excited atoms drop to a lower energy state and release photons of the same wavelength. The chemical oxygen iodine laser is chosen for the Airborne Laser missile defense system for its advantage in liberating excess heat in the production of the excited oxygen which greatly reduces the turbulence inside the laser cavity and facilitates the production of high quality beams. The purpose of the laser is not to puncture its target, as a pulsed radar of the "Star Wars" era would have done, but to heat up its target until sufficient damage is done. The width of a laser beam focuses down to about the size of a basketball on the fuel tank of a ballistic missile. The target is tracked for a few seconds (3-5 sec.) basically until the fuel tank heats up and cracks, causing the fuel to explode.

One of the most important elements of the ABL is its focusing mechanism, which includes a variable-geometry mirror. This is used not only to focus the beam but also to compensate for the atmospheric distortions. The ABL is designed to operate at the wavelength of 1.315 microns and at an altitude of about 40,000 ft. This is the shortest-wavelength laser ever built in the US. The short wavelength is necessary to minimize the degrading effect of the atmosphere of the integrity of the laser beam. This extends range and decreases power loss rate.

[POTENTIALLY FITS WITH WHY THE TECHNOLOGY WAS (POTENTIALLY) USED AT SUCH CLOSE RANGE TO WTC1] The ABL is not effective below 30,000 due to high atmospheric distortions. The claimed range for the Airborne Laser will be over 400 km.

A small version of the ABL was tested at the US Army's White Sands Missile Range and successfully destroyed a scale model of a ballistic missile. The ABL will be installed on Boeing 474-400F freighter aircraft. A prototype aircraft is currently being manufactured by Boeing under a $1.1 billion contract.

[PERHAPS MOVED THE LIVE TEST FORWARD A BIT? THERE WERE AHEAD OF SCHEDULE I READ ELSEWHERE. IF IT HIT IT WOULD BE DESTROYED EITHER WAY, SO EASY TO PACK IN ANOTHER MILITARY 'PROOF OF CONCEPT' EXPERIMENTAL TEST INTO THEIR STATE TERROR, LIKE THEY DID IN PANAMA SCALAR TECHNOLOGY.] The first live test of the system is planned for fall of 2002 off the California coast. The USAF plans to have an operational fleet of seven ABL aircraft by 2008. The final version of the laser will be assembled using light-weight materials, including aluminum, titanium, thermoplastic, and composites.

The focusing lens assembly - a rotating 1.5 meter telescope - will be installed into a stabilized turret specially designed to reduce turbulence. "Specially designed" basically means that the there is a hole in the back of the turret that smoothes out the airflow by sucking in the air. One of the major problems with the optical assembly of the focusing telescope was dealing with the damage caused by high-intensity, short-wave laser beam to optical coatings. Extensive damage testing at 1315 nm under CW conditions was performed at the RADICL laser facility at Kirtland AFB. Limited optical characterization before and after the tests was performed at the OCEL facility to evaluate the quality of the samples and to identify damage. Highly complex optical coatings presented problems during manufacturing of large-aperture curved optical elements. You can find more information about the COI laser and optical elements for ABL by following the bibliography.

The COI laser itself consists of fourteen modules, each weighing about 400 kg, linked together to provide the total power output in megawatt class.

The final, "flight" version of the ABL laser will be similar in performance and power levels to the COIL Baseline Demonstration Laser (BDL-2) demonstrated by TRW in August of 1996.

The targeting system comprised of a highly-sensitive IR detector and a series of sensors positioned along the perimeter of the aircraft's fuselage. This provides the ABL platform with 360-degree field of view. The information from IR sensors will be transferred to the multi-beam illuminator laser. The illuminator laser paints the target with up to nine laser beams, which amplify each other through constructive interference providing for stronger return signal.

This will be a pulsed laser with the power output of 1kW, single pulse energy of 1-2 J, and operational pulse rate of 5-10 kHz. Some of the sensors for the ABL have been developed in course of another anti-BM project by Boeing - the AST, or Airborne Surveillance Testbed. The AST aircraft (a modified 767 with a large cupola atop the fuselage housing a long-range IR sensor) is equipped with 30,000 separate IR sensors capable of detecting heat of a human body against the cold background of space at more than 1000 miles. The AST participated in 50 missions, among them five operational exercises. You can find more info about the AST here.

Prior to firing the main laser, the ABL engages the beacon laser.

Wave-front analysis of the return signal allows to determine the effect of atmospheric conditions. This information is used to adjust the variable-geometry mirror ("rubber mirror") in the ABL's focusing assembly. This mirror has 200 to 341 high-speed actuators, that allow to change the mirror's shape hundreds of times per second (up to a thousand times per second), providing for real-time compensation for atmospheric distortions (mainly caused by fluctuation in temperature). If you are interested in the subject, please check out the deformable mirror bibliography.

An ABL project was also developed by the USSR between 1983 and 1987.

The "Skiff" laser combat system was installed aboard an Il-76MD wide-body cargo plane. The 60 000-kg laser system was used to test propagation of laser radiation in the atmosphere. The aircraft was equipped with two turbocharged generators to power the laser and related systems. The focusing system for the laser was installed in an retractable aerodynamic turret located between the trailing edge of the main wing and the aircraft's tail section. In 1987 the "Skiff" system suffered a fire that destroyed much of the equipment used in the experiment.




Airborne Laser - technical characteristics

Type: continuous-beam chemical oxygen-iodine laser (COIL)

Principle of operation: mixture of hydrogen peroxide and chlorine gas produces excited oxygen molecules; oxygen molecules mix with iodine molecules and produce excited iodine atoms; excited atoms drop to a lower energy state and release photons of the same wavelength; laser beam is focused on the oxidizer tank of a ballistic missile for 3-5 seconds until the tank heats up and cracks; the chemical oxygen iodine laser is chosen for the Airborne Laser missile defense system for its advantage in liberating excess heat in the production of the excited oxygen which greatly reduces the turbulence inside the laser cavity and facilitates the production of high quality beams

Wavelength: 1.315 microns

Power output: 1 MW +

Weight: laser consists of fourteen 400-kg modules; total weight - 5,600 kg

Target acquisition: highly-sensitive IR detector and a series of sensors positioned along the perimeter of the aircraft's fuselage, providing the ABL platform with 360-degree field of view; information from IR sensors will be transferred to the multi-beam illuminator laser

Target guidance: illuminator laser (a pulsed laser with the power output of 1kW, single pulse energy of 1-2 J, and operational pulse rate of 5-10 kHz) paints the target with up to nine laser beams, which amplify each other through constructive interference providing for stronger return signal.

Optical systems: a rotating telescope based around a 1.5-meter variable-geometry mirror mounted in a rotating, stabilized turret; variable-geometry mirror has 200 to 341 high-speed piezoelectric actuators, that allow to change the mirror's shape hundreds of times per second (up to a thousand times per second), providing for real-time compensation for atmospheric distortions (mainly caused by fluctuation in temperature).

ABL carrier platform: Boeing AL-1A based on 747-400F (freighter) (AKA C-33 in military version with widened doors and strengthened floor), max speed 970 km/h; cruising speed 907 km/h; cruise ceiling 45,000 ft; ferry range 12,600 km, mission endurance 12 h (72 h with refuelling); MTOW 362,875 kg;

Operational altitude: around 40,000 ft

Effective laser range: 400 km +

Costs: total program cost - $6 bln; first two aircraft (prototype YAL-1A and EMD aircraft, to be later converted to production standard) - $1.3 bln; five additional aircraft - $500 mln each




EL SEGUNDO, Calif. , March 30, 2001 [SEVERAL MONTHS BEFORE 9/11]

New Solid-State Laser Developed For Airborne Laser Program

Lockheed Martin Space Systems Company today announced that its subcontractor, Raytheon Electronic Systems, has achieved a crucial milestone in the development of the Beam Control/Fire Control system for the U.S. Air Force's Airborne Laser (ABL) program.

The Beam Control/Fire Control system will aim and fire a high-energy laser at a target missile in its boost phase.


Raytheon conducted a "first light" test of the Track Illuminator Laser (TILL) one week ahead of schedule at its High Energy Laser Center in El Segundo, Calif. The TILL, one of four critical lasers to the Airborne Laser Program, is the first solid-state laser to achieve this milestone.

"The 'first light' test is significant because the TILL is the heart of the Beam Control/Fire Control system. This is a brand new technology and the test proves the design is valid," said Lockheed Martin ABL Program Manager Paul Shattuck.

This laser is an integral part of the Beam Control/Fire Control system and will project rapid, powerful pulses of light on a small section of a boosting target missile. The light will be reflected back to an extremely sensitive camera. The reflected light data is interpreted as information about the target's speed, elevation and probable point of impact.

"For the ABL program we pushed both sides of the equation -- a more sensitive sensor and a more powerful illuminator laser," said Shattuck. "This reduced the development risk because the components can compensate for each other," he said.

Raytheon's test showed that the TILL should have plenty of power to meet the signal needs of the system. According to Lockheed Martin Chief Systems Engineer Marya Andrepont, the test is a significant step in proving the technology. "We were expecting the laser to run for a few seconds, and they ran it for 30 minutes. I have great confidence that Raytheon will deliver a laser module that meets our needs," she said.

Lockheed Martin is part of an industry-government team that is developing the revolutionary ABL weapon system. Team ABL includes the Air Force, Boeing, Northrop Grumman [GLOBAL HAWK] and Lockheed Martin. Boeing is the team lead for weapon system integration, and supplies the 747-400 freighter aircraft and the battle management, command and control system.

Northrop Grumman provides the high-energy laser, which is a chemical-oxygen-iodine laser. Lockheed Martin Space Systems is designing, developing, and building the Beam Control/Fire Control system, which will acquire the target, then accurately point and fire the laser with sufficient energy to destroy a missile while it is still in the boost phase.

The TILL is scheduled to be delivered later this year to Lockheed Martin's Beam Control/Fire Control Integration and Test Facility in Sunnyvale, Calif. The TILL will be integrated with the remainder of the beam transfer optics early next year, and followed by an end-to-end test of the Beam Control/Fire Control system.

Once modifications to the 747-400 aircraft are completed at Boeing's plant in Wichita, Kan., and the battle management has been installed, the plane will be flown to [AN EX-GLOBAL HAWK TEST BASE IN CALIFORNIA--one of the potential Pentagon hit suspect planes] Edwards Air Force Base near Lancaster, Calif. The beam control system and the lasers will be installed there.

Flight tests, expected to begin early next year, will be conducted with each system separately, then with the system as a whole.

The Airborne Laser will be the world's first boost-phase defense against theater ballistic missiles of the type that were used against U.S. troops during the Gulf War.

Unlike ground-based systems, ABL will operate from hundreds of miles away and will be able to lock onto enemy missiles shortly after they lift off. ABL will fire an intense beam of heat that causes the missile's skin to rupture and its fuel to gush and explode. Since the missiles are still rising, the warheads will fall onto or near the enemy's territory.

See our website for more information about Lockheed Martin Space Systems-Sunnyvale.


Contact: Lori Reichert (408) 742-7606
Pager (888) 916-1796



Israel Develops Chemical Super-Laser
22:58 Dec 30, '03 / 5 Tevet 5764

An Israeli super-efficient laser developed at Ben Gurion University has caught the eye of the U.S. security establishment. ***The development of a Chemical Oxygen-Iodine Laser*** is noted as one of the significant breakthroughs of 2003 by Aerospace America, the journal of the American Institute of Aeronautics and Astronautics.

The journal lauds the chemical laser developed at BGU for opening up new and less expensive possibilities for the future use of chemical laser technology.

"Laser development is moving ahead in a number of countries, including the U.S. Russia, China, Japan and Germany," the head of the research team at BGU, Professor Zamik Rosenwaks explained to Israel21c.com, "however, in these countries, most of the lasers being developed are extremely large in size. Because the Israeli work is being done in a university laboratory, they have kept it small - and this limitation has become an advantage."

***The Israeli laser, which one-ups existing technology and research in the U.S.,*** is of particular note because of the large financial backing for competing projects across the globe. "The big powers are building big machines," said Rosenwaks, explaining why Israel had come out on top. The Israeli researchers' constraints turned into their "advantage" enabling them to easily study changes in their smaller version of the laser. "We can easily change components and do a lot of diagnostics, to really monitor how it behaves and so on. By that means, we have been able to devise a better, more efficient device," Rosenwaks said.

By efficiency, Rosenwaks explains that his team has been able to produce more laser power using a given amount of chemical reagents. The Israeli-developed laser uses nitrogen as a dilutent, instead of helium, which is usually used in chemical lasers. Nitrogen, Rosenwaks pointed out, is cheaper than helium in most countries.

Rosenwaks, who chairs the Chemical Physics department at Ben-Gurion, says he is aware of the many industries around the world carefully watching the department's research, preparing to put it to work for industrial and defense uses.

Industrial applications that have been discussed involve an alternative form of oil drilling, massive welding and cutting, and cutting through debris in the aftermath of a natural disaster. Defense applications, of particular interest to the U.S., involve airborne lasers for anti-missile weapons.

Israel21c.com reports that the U.S. military is developing [sorry, already has!] a system in which Boeing [747] jets would carry a mounted laser system and patrol territory from which there is a missile threat [or blow up old real estate on Manhattan Island]. Flying above 40,000 feet, the airplane would carry a monitoring system that would be able to detect when a missile was being put into the "boost phase" before launch. The hope is that the jets would then be able to use the laser to destroy the missile at an offensive stage rather than a defensive one.

Published: 22:50 December 30, 2003
Last Update: 22:58 December 30, 2003


[any more information on the COIL (Cobalt Oxygen Iodine Laser) welcome.]

Misremembering 9/11: video WTC1 flash missing in DVD & Guiliani edition 08.Jan.2004 22:33

Steve Hunter

9/11 DVD Censored! Image of Strange Flash as Flight 11 Hit North Tower Missing From Footage

Steve Hunter

I have discovered hard evidence of a top-level cover-up of the September 11 attacks containedon the DVD release of the Naudet brothers firemen documentary that captured the first plane hitting the North tower. I video taped this documentary from the TV early last year and bought the DVD later in the year.

In the televised version of the plane hitting the North tower there is a frame containing a huge bright flash of light that has been digitally removed from the DVD version. I have attached two images of the three critical frames of the jet colliding with the North Tower.

The first is the TV video version, the second is the DVD version. Please excuse the quality of the images, as I don't have the best hardware to capture the images. I had to photograph the video version off my TV screen with a digital camera. Both versions contain the exact same frames.

Click on images for larger enhancements.

As you can see, frame 2 of the TV version contains the bright flash while the DVD version does not.

If you have any copies of this impact on video you can check for yourself. You can't deny that this flash of light has been removed in the DVD.

This bright flash is also present in the doco "How the Towers Fell 2" but has been removed in the Rudolph Giuliani 9-11 doco (surprise, surprise).

Why would this have been done if the government has nothing to hide about the attacks?

There's obviously something the government doesn't want us to see.
What do you think?


since it says that the Portland IMC is unable to support Quicktime versions of digital video, you can see it at this link directly:
WTC1 Naudet video, immediately after 9/11, a TV VCR taped version
WTC1 Naudet video, immediately after 9/11, a TV VCR taped version
WTC1 'Misremembering 9/11' Video from a commercial DVD
WTC1 'Misremembering 9/11' Video from a commercial DVD
WTC1 Naudet video flash [Quicktime (.mov, -400K)], larger than original .gif
WTC1 Naudet video flash [Quicktime (.mov, -400K)], larger than original .gif

What really happened to American Airlines Flights 11 and 77 on Sept 11, 2001 08.Jan.2004 23:24

Gerard Homgren

What really happened to American Airlines Flights 11 and 77 on Sept 11, 2001
by Gerard Homgren 10:44am Thu Nov 13 '03 (Modified on 1:02am Thu Jan 8 '04) article#36354

The flights alleged to have hit the North WTC1 tower and the Pentagon did not exist. They were not scheduled to fly that day.

What really happened to American Airlines Flights 11 and 77 on Sept 11 2001
by Gerard Holmgren . Copyright. Nov 13, 2003


This material may be freely reproduced without permission providing that it is not for commercial
purposes. Please include the author's name, the URL where you found it and the copyright notice.

On the basis of photographic and physical evidence, it has now been established for some time that on Sept
11, 2001 the damage to the Pentagon was caused by something other than the hijacked Boeing 757,
American Airlines Flight 77 claimed by the government to have crashed into the building.

Hunt the Boeing

Physical and Mathematical analysis of Pentagon crash. Oct 2002
Did AA 77 hit the Pentagon? Eyewitness accounts examined. June 2002
The amazing Pentalawn.
 link to www.cryptogon.com).htm

More recently, its become widely accepted on the basis of video evidence that the object which hit the
North Tower of the WTC at 8.46 that morning was not the hijacked Boeing 767, American Airlines Flight
11, as claimed in the official story.


In response to these observations, both supporters of the truth and blind deniers of it agree on one thing. It
raises the question - "If these flights did not hit the buildings as alleged, then where did they go?'

We are now in a position to answer that question.

First lets recap on the official story of what happened to four planes that morning.

AA 11 left Boston for LA at about 8 am, was reported as hijacked about 8.25, and hit the Nth Tower at about 8.46.

UA 175 left Boston for LA at about the same time, was reported hijacked at about 8.55 and hit the Sth Tower at about 9.03.

AA 77 left Dulles for LA about the same time , was reported hijacked at about 8.55 and hit the Pentagon at
about 9.45

UA 93 left Newark for SF at about the same time, was reported hijacked about 9.45 and crashed in PA at
about 10.10.

The Bureau of transportation website contains search pages, where one can pull up detailed statistics about
the history of which flights have been scheduled for which airports on any given day. Go to


and click on "detailed statistics" where one can search records of scheduled and actual departure times,
arrival times, diversions and cancellations by departure airport, arrival airport, airline and flight number.
Searches for Sept 11 2001 reveal that the flights AA 11 and AA 77 did not exist. They were not scheduled
that day. Here are the search results which I encourage everyone to check for themselves.

A search for UA flights from Newark on Sept 11, 2001 shows 0093 to SF was scheduled at 8.00 and
actually departed at 8.01. It is listed as "diverted" and did not arrive at its destination.

A search for UA from Boston on that day shows 0175 to LA was scheduled for 8.00 and actually departed
at 7.58. Also listed as "diverted" and did not arrive at its destination.

The term "diverted" does not specify any differentiation between legally diverted, hijacked or crashed, so
the data gives no indication one way or the other as to truth of the official story about what happened to
them, but it does confirm that they departed as per the official story and did not arrive at their destinations.

A search for AA flights from Boston that day does not list 0011. The earliest scheduled AA flight to LA
that day was 0181 at 11.00

A search for AA flights from Dulles that day does not list 0077. The earliest scheduled AA flight to LA was
0135 at 11.15.

Here's a different search method. By returning to the search page URL listed earlier, and clicking on
‚&#128;&#156;summary statistics ‚&#128;&#156;, one can find the historical reliability and punctuality of specific flights over a period
of time, by specifying the airline and flight number and defining the time period. The search then returns
figures on average delays in departure and arrival times and percentages of cancelled or diverted flights.
If one searches specifically for UA 175 or UA 93 narrowed down to sept 11 only, the search returns the
result of "diverted" for each flight. A similar search for either AA 11 or AA 77 on that date returns "no data

If you search for AA 11 or AA 77 on different days, you will find that they were regularly scheduled flights
right up to Sept 10. AA 11 was scheduled daily from Logan to LA at 8.00, and AA 77 from Dulles to LA at
7.45. On Sept 11, they were not scheduled. Not cancelled. Just not scheduled.

On Sept 12, they re-appear in the schedule (obviously as cancelled for the next few days) up until Sept 20
when both flights change their numbers.

Thus the official figures from the Bureau of Transportation statistics indicate that neither AA 11 nor AA 77
flew on Sept, 11 2001. This solves the question of what happened to them. Nothing. Because the flights did
not exist. This is consistent with other evidence which shows that they were not the objects responsible for
the Pentagon and Nth WTC tower incidents.

This still leaves unanswered the question of what happened to the passengers alleged to be aboard the non
existent flights. In the case of AA 77, while one can always speculate about the most plausible scenarios, I
prefer to wait until some real evidence emerges. However in the case of AA 11, I think it is worth noting
that UA 175 left from the same airport, at the same time for the same destination as that normally applicable
to AA 11. Therefore, although there is no direct evidence to support the claim, it would seem reasonable to
speculate at this stage that any passengers who were regular fliers on AA 11, and asked to booked on it that
day, went to the airport, expecting to get on AA 11, as per the normal routine. They were then told that
there was a last minute problem with the flight which could not be fixed within a reasonable period of time,
and were offered a flight on UA 175 as compensation.

The data in this search indicates that we have been systematically lied to about the alleged flight paths and
hijacking sequence of AA 11 and AA 77, as well as the alleged phone calls made from the planes.

It also indicates probable complicity by American Airlines in the events of Sept 11 , 2001.

For the benefit of any NWO operatives reading this, just in case you're thinking of trying to pressure the
Bureau into playing hanky panky with the records, the search results pages have already been backed up
and widely distributed. Nevertheless, I do encourage all readers to do the searches themselves and back up
the results pages, just in case this happens.

[lots of comments and additional information at this post. I have moved ONLY the original post here since the main global IMC is down presently. No one would know how to find this Sydney IMC link without the main IMC link--which had linked to this page at the Sydney IMC. See comments at Sydney link.]

Missile ID? Security cam? And... 11.Sep.2004 19:01

L.W.Lamlyne trypsys@yahoo.com

The security camera footage which presumably shows the plane or missile before and as it impacts the Pentagon -- I've seen conflicting opinions as to whether the object with the apparent tailfin is big enough to be a 757. Any definitive conclusion on that? Also, it's a pretty fuzzy object, but does anyone have a tentative ID -- if it was a missile, any idea what kind, with a tailfin like that? (I'm not holding my breath, but I thought I'd ask.)

I've read a lot of very interesting, disturbing stuff here (and elsewhere) -- some of it pretty convincing. But how plausible is it that the government would mount and successfully carry off an operation this difficult and risky? So many people had to be in on it; I'd think there'd be an overwhelming chance somebody would talk. Or that somebody would turn up damning evidence of what happened. Or that enough eyewitnesses would agree on what they saw that the official explanation would be seriously in doubt from the start. What made it necessary to hit the Pentagon after you'd hit the Towers successfully (unless that's where all the people who were in on the planning were hanging out that morning). Why use a missile instead of a plane? With the WTC, would it have it been worth it to take the risks involved in planting explosives in the buildings? What kind of justification could there have been if WTC 7 was pulled deliberately?

The Pearl Harbor theory makes a little more sense to me, but it doesn't offer an explanation for a missile replacing the plane, does it? Still, there's always the chance that the Administration would wind up looking incompetent for allowing an attack of this magnitude succeed in America.

Of course, if this were an inside job, it could have been carried out not by the Administration as a whole but by some rogue group of Neo-cons or whatever. (Somehow I don't think there's much of a chance this was carried out by Israel, by the way.)

You know, this Administration is so corrupt, hypocritical, vicious, wrong-headed and incompetent that finding out they actually had murdered 3000 innocent Americans would certainly shock me, but it wouldn't really lower my opinion of them any. I just wonder if the revelation would really impact their poll numbers; it's a mystery to me how anyone can be supporting them now, after all the lies, hypocrisy and corruption that's already come light -- I wouldn't be surprised if people remained convinced Bush "understands people like me," dismissing the news that he ordered 9/11 the same way they've cheerfully done his other youthful indiscretions, and being more troubled by Kerry's flip-flops on carnival ride safety regulations and toilet tissue labelling requirements, as well as allegations that he once wore a non-regulation Navy uniform in Vietnam.

one step ahead 26.Nov.2005 14:42


seems those stats are unavailable on flights 11 and 77. did you save a copy? Hope so