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What does the FAA have to hide?
By Ewing2001 May 9
(Mirror from INN World Report (9/11 section)
As recently reported by NY Times columnist Matthew L. Wald, the FAA obviously destroyed some evidence of 9/11. Wald wrote about the destroyed FAA tapes from 9/11.
A tape made hours after the Sept. 11 attacks that recorded statements of air-traffic controllers on Long Island was destroyed and never given to authorities, a federal investigation reported.
The hour-long tape of six controllers who tracked the planes flying toward the World Trade Center was cut into small pieces a few months later by a manager at the New York Air Route Traffic Control Center in Ronkonkoma.
The manager was identified by officials as Kevin Delaney.
There is not much known yet about the profile from Delaney and Ronkonkoma.
Here is an attempt of a summary, which will also describe the scientific and military connections of the FAA...
There is barely information available about Kevin Delaney.
On May 7, 1998, as part of a three day event, Delaney is attempting a 1998 FAA Environmental Conference, with the sub title "How to Juggle Competing Demands in a Changing World?"
It takes place in Holiday Inn Westpark, Rosslyn, Virginia.
The event is co-organised by the Office of Envt. & Energy Office of Envt. & Energy Booz-Allen & Hamilton.
Among many other speakers are Dr. Ann Hooker (Chair, Environmental Network), Jane Garvey (FAA Administrator) , James Erickson (Director Chief Counsel on FAA & Environment) and Margaret Lawless (Program Assessment & Outreach, FEMA).
According to the program, Delaney also represented the Center for Health Promotion and Preventive Medicine, U.S. Army.
Obviously the main focus of the event was on environmental and military issues.
http://web.archive.org/web/19980515170742/http://chppm-www.apgea.army.mil/images/chppm2.jpg
The USACHPPM headquarters is located at the Edgewood Area of Aberdeen Proving Ground, MD. Five subordinate commands are located at Fort George G. Meade, MD; Fort McPherson, GA; Fort Lewis, WA; Landstuhl, Germany; and Camp Zama, Japan.
USACHPPM was formerly known both nationally and internationally as the U.S. Army Environmental Hygiene Agency or USAEHA.
According to the results of web.archive.com from mid-1998, Commander Patrick D. Sculley, was head of USACHPPM.
The event of the FAA finished with a "technical Meeting" of the FAA/NASA/NOAA/USAF.
No further backgroud about Delaney available since then. The "manager" seems to be media shy.
http://www.cruisinaltitude.com/images/airports/isp/isparrdeptsignsl.jpg
(Photo: A long range view into Long Island MacArthur Airport (Islip). Behind the fence on the right is the home of the New York Air Traffic Control Center)
Ronkonkoma
The New York Enroute Air Traffic Control Center in Ronkonkoma, New York, is one of 20 Federal Aviation Administration radar facilities nationwide that provide air traffic services for high altitude aircraft.
New York Center controls approximately 3.27 million square feet of airspace. The airspace contatins 17,000 square miles of domestic airspace and 3.25 million square miles of oceanic airspace.
New York Center's oceanic airspace shares common boundaries with five FAA facilities, four foreign air traffic control centers and one foreign air traffic control tower. The U.S. centers include San Juan, Miami, Jacksonville, Washington and Boston Centers; the foreign centers are in Canada, Portugal, and Trinidad/Tobago; and the air traffic control tower is in Bermuda.
Matthew L. Wald, who wrote about the destroyed FAA tapes from 9/11, already noticed also on Sep13th, 2001, in the NY Times (* Thanks to 9/11 Researcher WoodyBox ) the following interesting remarks about "flight11":
"...at the New York Air Route Traffic Control Center in Ronkonkoma, which handles long-distance traffic around the New York metropolitan area, the first inkling of a hijacking that most controllers had was when a supervisor came to the cafeteria and asked if he could change the television channel to CNN.
"Our TV's are always tuned to ESPN," one controller said.
The television screen showed one tower of the World Trade Center with a hole in it. "We didn't know what kind, what airplane. There were rumors it was a 737," the controller said. "We said, `No way, it would be a much bigger hole.' We were watching, and we saw the second one go in."
(more articles of Wald about the FAA from the last few years)
Flashback Flight 11
According to the official version (Newsday/Sep 10th 2001), "the hijackers had turned off the transponder when they took control of the cockpit. The transponder normally gives the airline and flight number, the type of plane and altitude. Without it, no one could be sure where American 11 was - or the identity of the plane headed south.
Unfortunately, the evidence about "Flight 11" was "cut into small pieces, a few months later by "manager" Kevin Delaney.
http://www.faa.gov/AboutFaa/bios/pics/bios_martin.jpg
We might not learn more from FAA spokesman Greg Martin, who commented the story.
Martin, Assistant Administrator for Public Affairs, was appointed by Bush on October 21, 2002.
He is responsible for the strategic development and overall management of both the agency's external and internal communications programs, media relations and website operations. Martin joined FAA Administrator Marion C. Blakey from the National Transportation Safety Board (NTSB) where he had served the former Safety Board Chairman as Director for Communications. Prior to his position with the NTSB, Martin was the corporate spokesperson for General Motors on key national and state public policy issues in the automaker's Washington, DC office.
Martin previously served the federal government with the U.S. Department of Defense from 1988 to 1992 as a special assistant to the Assistant Secretary of Defense for Public Affairs.
Radar- and Weather Control
http://www.ll.mit.edu/AviationWeather/ny-9808.gif
Since 2001, the Air Route Traffic Control Centers (ARTCCs) at Ronkonkoma (NY), Nashua (NH) and Leesburg (VA), and the FAA national traffic flow management center in Reston (Virginia) works with the "Integrated Terminal Weather System" (ITWS), developed by the Lincoln Laboratory of the MIT (Lexington, MA), approximately 20 miles northwest of Boston and Logan International Airport.
http://www.ll.mit.edu/Image-Lib/photos/croppedlab2.jpg http://www.ll.mit.edu/Image-Lib/photos/Airtraffictest_01.gif
MIT Lincoln Laboratory has pioneered in advanced electronics since its origin in 1951. Lincoln is well known for its contributions to Air Traffic Control and Safety. Laboratory-developed MTD signal processor is incorporated in the Airport Surveillance Radar (ASR-9) and in use throughout the U.S.
http://www.ll.mit.edu/Image-Lib/photos/125200-1c.gif http://www.ll.mit.edu/Image-Lib/photos/cartoonairplane.jpg
Over 80 high-technology companies have evolved from the Laboratory's technology development.
Part of Lincoln's huge list of Air Defense Technology programs are programs for Air Defense Technology, Air Traffic Control, Ballistic Missile Defense, Laser and Optical Systems or Space Control. Their work includes experimental demonstrations as well as phenomenological experimentation and analysis. They're also modeling the effect of new surveillance and air defense technology on military outcomes, as well as comparing alternative technology and designs.
In July 2003, Researchers at the Lincoln Laboratory report that they have created a fast, powerful new sensor that can identify everything from SARS to bioterrorist agents. Called CANARY (Cellular Analysis and Notification of Antigen Risks and Yields).
The New York Traffic Control Center in Ronkonkoma had some "recent upgrades" in the last few years:
Display System Replacement (DSR)
- modernizes Air Route Traffic Control Center (ARTCC) equipment by replacing 20-30 year-old display channels, controller workstations, and network infrastructure. The DSR receives track and other data from the FAA's host computer and the Enhanced Direct Access Radar Channel (EDARC) and formats it for display to the controller, providing a highly reliable interface to the National Airspace System (NAS) for control of commercial, general aviation, and military aircraft in the United States. NY ARTCC began transition to DSR in late April 1999.
Host and Oceanic Computer System Replacement (HOCSR)
-has been in use at New York Center since February 24, 1998. It is the first of 20 FAA centers to deploy the HOCSR. It was delivered to New York Center on July 17, 1998. HOSCR weent to Initial Operational Capability (IOC) on January 24 and Operational Readiness Demonstration (ORD) on Feb. 24.
HOCR replaces the current HOST, Oceanic Display and Planning System, and the Offshore Flight Data Processing System. As such, it's the foundation of the enroute air traffice control environment, which receives, processes, acoordinates, distributes and tracks information on aircraft movement through domestic and oceanic airspace. The HOST system was removed from service March 6.
Voice Switching and Control System (VSCS)
-has been in use at New York Center since November 1996. This real time, computer controlled communications system is used by air traffic controllers for all air-to-ground and ground-to-ground communications. The VSCS is a digital commmunications system that can accommodate the digital air traffic control equipment being upgraded in accordance with national Airspace System (NAS) plans. VSCS provides improved reliability; faster processing time and the capability to be tailored for configurations ranging from 50 to 430 controller positions.
Display Channel Complex Rehost (DCCR)
-has been in use at New York Center since May 1997. It replaced the Display Channel Complex (DDC), which provided graphical display services to the M1 consoles in New York Center's control room.
The DCCR receives track and other data from the HOST computer and reformats it for presentation purposes. The DCCR then passes the information throught the controller displays to facilitate the control of commercial, general aviation and military air traffic in the United States. DCCR is an interim system that will be replaced by the Display System Replacement (DSR).
Oceanic Interim Situation Display (ISD)
-has been in used at New York Center since December 1998. The ISD replaces the Plan View Displays (PVDs) with an upgraded hardware and software platform, which better supports the automated functions of the Flight Data Processing System (FDPS) for air traffic display. ISD supplies a configuration of sufficient size to display traffic situation, routes and map data and messages.
It can be assumed, that some of these programs had been also modified by Titan Corporation.
In 1997, they received a contract from the FAA Air Traffic Service for data integration.
On June 29, 1998, Titan Corporation and PointCast Incorporated, the leading broadcaster of personalized news and information to business consumers, have partnered to build an intranet solution for the Air Traffic Service organization of the Federal Aviation Administration (FAA).
The customized channel, called the "Executive Information System", will deliver time-sensitive data essential to day-to-day management as well as long-term planning of the air traffic system.
The FAA's Air Traffic Service is responsible for air traffic control operations throughout the United States and encompasses more than 24,000 employees and 500 facilities nationwide.
Titan Software Systems, a subsidiary of Titan, is one of PointCast's 5 Premier Solution Partners.
Only a few weeks earlier, on April 16th, 1998, also Matthew L.Wald writes in the NY Times about the delay of "air traffic modernization project", which involves installation of new radar screens and related equipment at 20 air traffic control centers across country; FAA wants to replace old equipment because it is prone to breakdown, and many replacement parts are no longer mad".
Matthew L. Wald seems to be specialised in the internal matters of the FAA. His bio also describes him as "a Washington correspondent of The Times who writes frequently on nuclear power."
Does Wald know more, than he can tell?
Stand-down in Ohio
One of the most disturbing questions of Sep11th, is about the "stand down". Was there some possible evidence on the "Delaney"-tape?
Though coincidentally, at least two different war drills had been under way, in the Sep11th week, nothing happened. Furthermore NORAD's standard procedure worked almost perfect the last years before, however no "hijacked" plane was intercepted in time.
Why?
In the area of Ohio, at least one "hijacked plane" plane had abruptly turned around over Ohio and was flying back toward Washington, DC. Flight 93 was officially being hijacked at approximately 9:35am somewhere near Cleveland.
Flight 77 was officially hijacked between 8:50 and 8:55 AM in Ohio, too, but dropped from the radar. According to the official story, Flight 77 flew due West all the way to Ohio passing the West Virginia border. It made then a full turn and flew more than 300 miles back to Washington, D.C.
Why didn't AFB Wright/Patterson in Dayton react in time? What was the reason for the delay of reaction for the 180th Fighter Wing out of Swanton, Ohio (Toledo Express Airport)?
Or fighters from Rickenbacker ANGB (OH Columbus) ?
Flight 93 was the only jetliner, still flying with its IFF transponder off had just made a 180-degree turn over southern Ohio and had been headed for Washington D.C. for 12 minutes. It was still 34 minutes before the Pentagon was hit.
Interestingly, in the USA Today version of The Official Truth, Flight 77 does not cross into Ohio, as it does in the Time and Newsweek versions of The Official Truth. Who has something to hide in Ohio?
Are one of the final dots in Ohio, maybe at Wright/Patterson or do we have to look somewhere else?
http://news.globalfreepress.com/ewing/images/AFB_Dayton_HQ.jpg
(Map Excerpt: AFB Wright/Patterson Ohio: 262/266 Air Force Material Command Headquarters, 856 National Air and Space Intelligence Headquarters)
http://news.globalfreepress.com/ewing/images/huffman_daytonAFB.jpg
(Map Excerpt: AFB Wright/Patterson: The famous Huffman Prarie of the Wright Brothers. The name inspired also Rudi Dekkers, the manager of the flight school in Florida: Huffman Aviation. According to investigative journalist Daniel Hopsicker, this school is strongly connected with the CIA.)
Ohio on Sep11th
AFB Wright Patterson is also neighbour of Modern Technologies Corp (Dayton, OH) , 8 miles away (15 minutes).
MTC is one subcontractor of Northrop Grumman's Logicon TASK (Trailblazer project)
(See also "The Abu Ghraib-Titan- 9/11 Connection", Mirror: GlobalResearch)
Trailblazer is an advanced satellite spy project, which is connected with some military and intelligence contractors, who died on Sep11th in the Pentagon.
http://tinyurl.com/37qjm
Then there is the odd story of Delta 1989:
Cleveland Hopkins International Airport, where Delta 1989 was officially grounded, is 200 miles away (3 hours) from AFB Dayton.
Too far away for a "connection"?
Maybe we have to look into a totally different direction?
Didn't the FAA look into major "enviromental changes" since 1998? What has this to do with the Pentagon and the NASA?
Let's take a deeper look on Cleveland Hopkins:
Port Control Director of Cleveland Hopkins Airport is John C. Mok, joined in July, 2002. In September 2001, Reuben Shepherd was director of the city's Port Control.
On Aug. 23, 2001, Cleveland Mayor Michael White and Brook Park Mayor Thomas Coyne "finally" signed an airport redevelopment agreement between the two cities. The agreement will allow "tearing down the International Exposition Center to make way for a runway extension".
Among other things, the pact called "to put the I-X Center in Cleveland and the NASA Glenn Research Center in Brook Park".
http://www.grc.nasa.gov/Doc/Images/hangar.jpg
Originally NASA Glenn Research Center, has partnered with Cleveland Hopkins for the relocation of NASA facilities and the safeguarding of environmental issues. Several NASA facilities sat in the path of the runway extension.
NASA Glenn specializes in Turbomachinery, experimental expertise to future aerospace programs. Glenn is located at Lewis Field, a 350-acre site, adjacent to Cleveland Hopkins International Airport. The complete Top 3 leadership of Glenn changed between October and November 2003.
The archive page of August 6th, 2001 has Donald J. Campbell, Gerald J. Barna and Dr. Julian M. Earls as directors.
http://web.archive.org/ ... campbell.gif
Donald J. Campbell, Director of Glenn, was appointed by NASA Administrator Daniel Goldin, on January 6, 1994. Campbell began his government career in 1960 as a test engineer for gas turbine engines and engine components in the Air Force Aero Propulsion Laboratory, Wright-Patterson Air Force Base, Ohio.
In 1987, he became Acting Deputy director of the Aero Propulsion Laboratory. He was senior civilian executive for development and acquisition of new and derivative gas turbine engines for operational aircraft. He is also a member of the Tau Beta Pi National Engineering Honor Society.
Dr. Julian M. Earls was the Deputy Director for Operations.
Another director, Gerald J. Barna (Lewis Research Center), retired later and started to work on the Board of the Global Issues Resource Center, Ohio, formerly known as "Nuclear Age" (until 1987).
Barna was responsible for the development of the Advanced Communications Technology Satellite (ACTS). ACTS, launched in 1993 as an experimental platform. It was the first high-speed, all-digital communications satellite, and the first to have sophisticated telephone-system-type switching.
http://www.grc.nasa.gov/WWW/MAEL/images/trailer_picture.gif
During the week of Sep11th, NASA Glenn invited Brunswick Students, to walk through the unique facility of their Mobile Aeronautics Education Laboratory (MAEL), on Wednesday, September 12, from 6 to 8 p.m." The opening ceremony was at 10 a.m. on Monday, September 10
However, Cleveland Hopkins International was also affected on the morning of Sep11th. Officially, Delta flight 1989 "was forced to land...because of fears it had been hijacked, city officials said".
Paul Singer from AP writes in Cleveland.com, "that The Federal Aviation Administration had been informed at 9:45 a.m. of a possible hijacking of a plane headed for Cleveland, said FBI spokesman Mark Bullock.
Flight 1989 to Los Angeles was not hijacked but was grounded by Delta because it was in the same flight pattern as a plane that was hijacked and struck the World Trade Center in New York, Bullock said.
The Delta plane landed in Cleveland about 10:45 a.m. Tuesday with 78 passengers aboard, airport officials said.
FBI spokesman Bob Hawk said that since the Delta plane left Boston about the same time as one of the hijacked planes, passengers were being interviewed to see if they saw anything unusual Tuesday morning.
After the plane landed, the passengers were evacuated and the plane was searched for about three hours, airport officials said...
The airport was closed and bomb-sniffing dogs were brought to baggage pickup areas..."
On Tue, 11 Sep 2001 (6:21 PM), Jake Baillie wrote in a message group:
"...Cleveland Hopkins has a Boeing 767 in a secure area that is a suspect hijacked plane and possibly has a bomb on it (rumor - from Mayor White).
I left the downtown area for unrelated reasons, but I can confirm this. As far as I know, the hijacked Delta plane is still sitting at Hopinks International.
There are several smaller airports in the area - Burke Lakefront and Lost Nation (municipal) and the Cuyahoga County Airport in suburban Richmond Heights. I'm assuming they're closed but don't know what security measures are in place.
Burke is downtown. Lost Nation is 20 minutes east of the city.
Police are going from door-to-door "recommending" that people go home, and Mayor White has issued a partial evacuation order from Cleveland. Interstates and Highways in and out of the cities are closed.
Governor Taft has declared that all non-essential personnel should go home, as has Hizzoner.
To bring this on-topic, Tower City, Key Center (Key Bank's HQ), and the former corporate HQ of BP Amoco were evacuated early. Tower City houses a telco hotel, and the adjacent Skylight Office Tower houses the Cleveland offices and several studios of broadcasting company Clear Channel Communications..."
There are conflicting reports about the Delta1989 story.
As forthcoming stories from 9/11 Researcher WoodyBox will tell, probably something totally different happened in Cleveland...
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By Sara Kehaulani Goo
The Washington Post
Friday, May 7, 2004
Six air traffic controllers provided accounts of their communications with the 9/11 hijacked planes on a tape recording that later was destroyed by Federal Aviation Administration managers, according to a government investigative report issued Thursday.
It is unclear what information was on the tape because no one ever listened to, transcribed or duplicated it, the report by the Department of Transportation inspector general said.
The report concluded that the FAA generally cooperated with the independent panel investigating the terrorist attacks by providing documents about its activities Sept. 11, 2001, but the actions of two FAA managers "did not, in our view, serve the interests of the FAA, the Department (of Transportation) or the public."
The report was conducted at the request of U.S. Sen. John McCain, R-Ariz., after the panel investigating 9/11 attacks -- officially known as the National Commission on Terrorist Attacks Upon the United States -- complained the FAA had been less than forthcoming in turning over documents. The panel also issued a subpoena to the FAA for more information.
The FAA said it has taken disciplinary action against the two employees and that it is cooperating fully with the 9/11 panel.
"We believe the audiotape in question appears to be consistent with written statements and other materials provided to FBI investigators and would not have added in any significant way to the information contained in what has already been provided to investigators and members of the 9/11 commission," said FAA spokesman Greg Martin.
Hours after the hijacked planes flew into the World Trade Center Towers, the Pentagon and a Somerset County field in Western Pennsylvania, an FAA manager at the New York Air Route Traffic Control Center gathered six controllers who had communicated with or tracked two of the hijacked planes. In a recorded, one-hour interview, the six relayed their personal accounts of what occurred, the report stated.
The manager, who is not named in the report, said his intentions were to provide quick information to federal officials investigating the attack before the air traffic controllers involved took sick leave for the stress of their experiences, as is common practice.
According to the report, a second manager at the New York center promised a union official representing the air traffic controllers that he would "get rid of" the tape after controllers used it to provide written statements to federal officials about the events on Sept.11.
The second manager, instead, said he DESTROYED THE TAPE BETWEEN DECEMBER 2001 AND JANUARY 2002 BY CRUSHING THE TAPE WITH HIS HAND, CUTTING IT INTO SMALL PIECES AND DEPOSITING THE PIECES INTO TRASH CANS AROUND THE BUILDING, the report said. [emphasis added.]
The tape's existence never was made known to federal officials investigating the 9/11 attacks nor to FAA officials in Washington. Staff members of the 9/11 panel learned about the tape during interviews with some air traffic controllers who participated in the recording.