The following is a rewrite of a short piece that I was asked to present for the June 2007 Vancouver Truth Conference. It was to be included in my presentation named:

"ITS THE CIVILIANS STUPID: An Air Traffic Controller's View of the 'Institutional Stand Down of NORAD Interceptors on 9/11/2001'.

But, due to time restraints I was not able to include it at that time.

Some background:

Most of us have heard Dr. Bob Bowman when he made the point that had the governement done nothing, the airliners would have been intercepted, the buildings would not have been struck, and thousands of people would stll be alive. In Bob's statement he points out that existing NORAD scramble protocol "preferences" that were in place BEFORE the subtle "reference and reorganizational" change made in the Chairman of the Joint Chiefs of Staff Instruction CJCSI 3610.01A organizational made in June, 2001, would have served to have the airliners intercepted and shot down BEFORE they reached their targets.

Dr. Bowman makes this point because he is fully aware about scramble protocols from the pilot's point of view, and I fully agree with him, but from an air traffic controller's point of view. In fact, I have worked with the Military in writing air traffic control procedures, have worked one "hijacking" personally, assisted with another, and have scrambled military assets to "intercept" an aircraft suffering an IN FLIGHT EMERGENCY in which we worked the lost aircraft to a safe landing in bad weather. For this I, along with the entire team of FAA and Military personnel involved, received a commondation.

The only exception that I am compelled to hold open is the flight of AA77. AA77 was the only airliner lost to positive radar contact, and it was never positively re-identified by anyone, anywhere, at anytime afterwards. At the moment, the HI PERPS are attempting to prove that it WAS AA77 using the physical evidence at the Pentagon. Evidence which is in deep question and thusly, does NOT serve as proof positive.

From this fact, from other evidence regarding the study of RADES radar data, from some analysis of the "alleged" FDR from AA77, from many eyewitnesses, and from testimony leading to the conclusion that there was a separate radar system tracking AA77 from a great distance out of WDC, it is possible that AA77 was the "False-Flag-Flight"...aka...a modernized "Operation Northwoods" style operation. Operation Northwoods calls for the "swapping" of aircraft, and it is possible that there could have been a swap made after AA77 was lost to radar contact while at low altitudes within the valleys of the Appalachian Mountains west of Dulles. AA77 was detected initiating a descent in its left turn just before being lost to positive radar contact.

All other primary targets on display, or "discovered", or presumed as being AA77, have not been proven to be such as of this writing. Consequently, I will agree with Dr. Bowman that three of the four airliners would have been shot down. I must hold open the story about AA77 because of the substantial evidence that the American Airlines B757 operating as AA77, did not hit the Pentagon.

In any event, I find complete harmony with Dr. Bowman in his understandings about NORAD interceptor scramble protocols. So, we have a highly decorated military pilot of an interceptor who actually has flown such intercept missions, and an experienced air traffic controller who has called for, and performed, the ATC side of such scrambles and intercepts, BOTH in solid agreement about NORAD's "stand down" on 9/11/2001. This makes a strong position on the subject because neither of us have anything to hide, nor do we have anything to lie about. This puts us in a vastly diffrent position from the United States Military under Donald Rumsfeld and General Meyers.

An important fact...the FAA serves as the "first responder" or "initiator" of scrambles that are required...for aircraft suffering IN FLIGHT EMERGENCIES...for aircraft violating critical airspaces...for aircraft that do not follow certain procedures...or for aircraft being hijacked IF the FAA air traffic controllers are the first ones to conclude that there is a hijacking underway.

As we have always known, under normal protocols, scrambles for intercepting hijackings require Pentagon approval before launch unless the situation is determined to be very critical, and then the launch can be considered an IN FLIGHT EMERGENCY and made without such approvals. Should there be a need for NORAD to launch interceptors strictly for a National Air Defense reasons, then NORAD tells the FAA that they are launching, and the FAA has standard operating procedures for this and the FAA clears the required airspace for that scramble activity. The FAA is a full partner in the National Air Defense System.

As a reminder, each of the airliners on 9/11 showed uncontestable signs of aircraft suffereing IN FLIGHT EMERGENCIES well before there were any indications of any hijackings[?]. For many decades prior to June, 2001, responding to AN IN FLIGHT EMERGENCY would have called for an immediate scramble to assist the aircraft from the nearest "hot base" in hopes of helping or saving the aircraft under duress. In addition to both public and my own "insider evidence" that the controllers at Boston Center indeed were taking such IN FLIGHT EMERGENCY steps early on in the attacks, actually, some 15-20 minutes later, it is admitted in the NORAD tapes that, in fact, the Boston Center made a DIRECT request to NEADS for assistance and asked directly for some interceptors to be launched to help out the situation. This direct request was not acted upon by NEADS, and this is another point that the US Military has had to cover up.

Finally, here is my smoking gun regarding the "effects" of the CJCSI change made in June, 2001.

During the summertime, usually the busiest aviation time of the year, there were NO REPORTED SCRAMBLES from June 2001, [after the CJCSI change was put in place], until the morning of 9/11/2001.

If the CJCSI change made in June had NOT made any difference in operational protocol use "priorities", then there should have been approximately 45 scrambles during this time period. It is fair to say that this frequency had been the summertime monthly average for the preceeding ten years where approximately 1500 scrambles had occurred. [ Note: estimated scrambles...3 months @ 15 scrambles per month = 45...]

In conclusion, that there are reports of 67 scrambles happening for the year up until June, 2001, and then there were NO scrambles reported after June, serves as my personal smoking gun!

Its my position that after June, all such requests for scrambles were dealt with by seeking Pentagon approval as the CJCSI "reorganizing" suggests. I further suggest that before the "delayed style" scramble releases were granted after June, 2001, the original "need" for the scramble had dissipated. I do remember that Rummy wanted to "save" some money and pare down? the military as he took office, and the hard truth is that very few such scrambles actually result in intercepts. Usually, the events calling for the scrambles in the first place, do come to a safe or secure end.

The Pentagon is not releasing any information about any of this, and cannot do so without being exposed. If there HAD been requests for intercepts after June, scramble requests that got bogged down in the "new scramble protocol priority" the hijacking style, the Pentagon would be found guilty of deliberately changing the scramble protocols to allow the 9/11 attacks to happen. [Which is my position.] And if they DID have 45 scramble requests, and indeed had records of them, these records would then show that they either, were incompetent at executing these new communications links and that the new "red tape" was a factor in the slow responses to the 9/11 attacks, or, that they deliberately failed to respond thinking that the "need" for scrambles would simply go away before the interceptors got airbourne. In either event, this June change to the CJCSI will have had the end result of creating an "Instiutuional Stand Down" of NORAD because the emphasis became NOT TO SCRAMBLE. And thusly, they would be found guilty of standing down NORAD before 9/11 either way.

A fact: Interceptor pilots and the military LOVED to scramble on ANYTHING because it was the very best "real world" training they could get next to an actual attack. And pilots got critical, and very enjoyable, flight time. This is why the Otis pilots were "straining at the bits" to get off the ground...they wanted some action and knew how to do it...PRECISELY...but were held back by the hijacking protocol. Penatgon approvals NEVER came for the Otis birds.

Prior to June, 2001, and after September 11, 2001 such "hold backs" simply didn't happen. There had been no reported scrambles for hijacks in the previous ten years, and therefore, ALL of the 1500 scrambles during the previous ten years had to have been the "high speed" type...the type which do NOT require Pentagon approvals.

Even a quick look through FAA's Special Military Operations Order 7610.4, [the very SUBJECT of the June reorganization in the CJCSI order modification in the first place...], will go along way in understanding that the hijacking scenario DID NOT have handling priorities except during take-off, and at that, only when requested. This explains why the Otis interceptors took off six minutes after being released...even though the pilots and aircraft were ready and able.

Reading through 7610.4 also catches Bronner, Vanity Fair and some statements by the military in yet another blatant lie. David Ray Griffin debunks this in his writings, but here you can read it for yourself. There were statements that the interceptors were not released because the military did not have exact coordinates or locations of the suspect aircraft. Yet, paragraph 7610.4 7-2-1. Facility Notification, makes the point that the FAA facility in charge would file a flight plan with the "remommended flight plan to intercept the hijacked aircraft". In "real world" terms, this means "gettum headed in the right direction...NOW", which both pilots and air traffic controllers fully understand. And, as we all know regarding the Langley fighters, flying in the proper direction did not happen either. ALL of this is all because everything was switched into: "hijack-hijack-hijack" instead of being looked at as "in flight emergency" activities.

And why do you think that there is a protocol for checking armament?

Anyway, here is my piece:

[please note that SOME of these steps and actions did happen...but not enough of them...]

WHAT SHOULD HAVE HAPPENED IN THE SKIES ON SEPTEMBER 11th, 2001...

Its now 08:14AM...

Once AA11 was considered a NORDO [no radio] the air traffic controller should have begun NORDO procedures which calls for attempting to contact he aircraft via various protocols and by usual means...

Its now 08:18AM...

When AA11 was seen to be out of control and when the transponder was lost, the air traffic controller should have given first alert to his supervisor about the possibility of an IN FLIGHT EMERGENCY happening. Losing radio contact, losing the transponder, and observing the aircraft heading way off course without a specific ATC clearance should have led the controller to believe that the aircraft INDEED, was suffering an IN FLIGHT EMERGENCY. Most likely it would be a massive electrical failure....

Its now 08:20AM...

After being unable to raise the aircraft on the radio, and still seeing it wanderring all over the sky, the air traffic controller should have then declared an IN FLIGHT EMERGENCY, and immediately told his supervisor about this declaration. Air traffic controllers have the responsibility to declare an IN FLIGHT EMERGENCY in situations such as this.

At this point, the supervisor should have IMMEDIATELY notified the "watch desk" about the IN FLIGHT EMERGENCY, and the watch desk personnel in turn would have begun to notify various "search and rescue" or other related organizations that might be called upon to help out in the emergency situation. For example: If the IN FLIGHT EMERGENCY were happening over the ocean, then the Coast Guard would have been immediately notified so as to prepare their assets. Simultaneously, or if not done earlier, the controller, the supervisor and the watch desk personnel would immediately reach out to their respective contacts at NEADS or, to any other appropriate control positions and facilities. The air traffic controller would reach out to the NEADS radar tech who was in charge of monitoring that particular airspace using readily available communications links readily available at a touch of a figertip in order to find out if the NEADS tech saw anything unusual...the supervisor would reach out to the NEADS supervisor via other land lines in preparation for a mutual set of activities...and the watch desk would reach out to the top levels of the NEADS facility using yet another set of land lines to make sure that these top levels could fulfill their roles in helping with the IN FLIGHT EMERGENCY.

Please note: NORAD, the Pentagon and the FAA headquarters would NOT have been informed about their field facilities, such as Boston Center and NEADS, scrambling assets to solve an IN FLIGHT EMERGENCY. These higher-ups each get "after-action reports" because time is so precious during the emergency situation. Hijackings are different.

Its now 08:21AM...

The FAA air traffic controller and his supervisor should have been in the process of assigning as many extra controllers as were available to "plug in", to "get the picture", and to help coordinate with adjacent air traffic control sectors and bordering air traffic control facilities that might be affected by the emergency flight. This is because AA11 could have been at ANY altitude, and it could have been headed anywhere as it was presumed to have lost all control.

Upon getting notification from Boston Center about the IN FLIGHT EMERGENCY, NEADS personnel should have IMMEDIATELY called Otis air base supervisory personnel who then would have had the scramble crews get ready, or into "battle" stations as it is commonly known. Simultaneously, NEADS or the supervisory personnel should have informed the Otis tower that a scramble was initiated so that they could clear away any preceeding or arriving air traffic. Then, as soon as the interceptor crew and aircraft were ready, the two interceptors whould have been ready to pull out of the hanger under their own power while preparing for an immediate rolling take-off.

Its now 08:24AM...

As AA11 began its turn southward towards NYC, Boston, the air traffic controller team at Boston Center would reach out to the New York Center and other faciities along the projected route of flight to inform them of the building problem, to clear all their "known aircraft" out of the way, and to give them time to get more personnel plugged in and watching-listening.

Everybody involved would now be focused and working upon their assigned duties in handling this IN FLIGHT EMERGENCY being suffered by a US AIR CARRIER. An airliner that may have had hundreds of passengers on board. The interceptor pilots and ground crew should have been completing their "engine start" responsibilites, and the interceptors should be taxiing faster and faster to the departure end of the runway. Lacking any "hold" order, the two interceptors should have continued to the end of the departure runway and should have taken off without any delay. Scrambles are a GO mentality until they are stopped...and NOT vice-versa.

Around this time, the first of several radio transmissions [see note just below] are made indicating the possibility that AA11 is being hijacked, but there is no confirmation of this. This information does not stop the handling of AA11 as an IN FLIGHT EMERGENCY.

Regarding the establishment of a "real" hijacking...it is impossible to initiate the ATC radio communications protocols for establishing that AA11 is being hijacked because there is no radio communications with AA11. Therefore, establishing the fact that it IS a hijacking has to be accomplished by other means, so the IN FLIGHT EMERGENCY scramble continues...

Note: The radio transmissions that are claimed to be from "the hijackers" could have come from ANY aircraft operating within a few hundred miles of the location of the FAA antennae used for that specific frequency. I suspect that the antennae location is somewhere in the middle of Connecticut.

Its now 08:25AM...

The interceptors are in full afterburner headed down the runway, all air traffic in the vicinity should have been already cleared out of the way as soon as the "scramble alert" was sounded, and within three minutes the interceptors should have been...gear-up..."full blower"...accelerating to supersonic...and headed westbound ROUGHLY in the direction of NYC...

...they were already fully armed.

It is now 08:27AM...

As the interceptors headed west accelerating to supersonic, all the FAA controllers and FAA supervisors should have been on their "land lines" talking to every facility, every control sector and every management level associated with the routes of flight regarding both AA11 and the interceptors ...conversations should have been furious and continuous, yet coolheaded and professional.

Because this was an IN FLIGHT EMERGENCY, all the air traffic controllers responsible for all the airspace ahead of both AA11 and the interceptors should have been AUTOMATICALLY clearing out the skies ahead of these two flights even if it meant...holding departures on the ground...turning back aircraft set up in a landing sequence...or reversing course for "through flights" in their airspace.

IN FLIGHT EMERGENCIES, or ANY applicable emergency situation gives air traffic controllers the authority to change the "first-come-first-served" principals of civilian airspace use. Hijacking procedures only call for priority upon departure and only IF requested.

This is because a declaration of an EMERGENCY SITUATION calls for HIGHEST PRIORITY HANDLING. Obviosuly the first responder aircraft need "first priority in handling" when responding to emergencies. Just like fire trucks need priority on our roadways when they are responding to fires.

Its now 08:29AM...

American Airlines confirms that AA11 is being hijacked and now the FAA headquarters, the Pentagon and NORAD should all be notified that AA11 is a confirmed hijacking and all phone banks and multiple facility communications should be on the way to be established. These steps are accomplished by initiating another set of protocols that call for a different routing of information and the inclusion of the State Department and the Pentagon...IE: the hijack protocols.

AA11, now in the vicinity of Albany, NY had made a HUGE unauthorized left turn and was now headed southbound towards NYC at about 600 mph [10 miles per minute] with about 140 miles to go to Manhattan...

The Otis interceptors, now west-northwest of Martha's Vineyard, are headed westbound towards NYC at about 1800 mph [30 miles per minute] with 170 miles to go...

AA11's ETA [estimated time of arrival] over NYC...08:43AM...

The interceptor's ETA over NYC...08:36AM...

Its now 08:30AM

Ground holds would have been issued for all departures from the New York Metro area...all adjacent air traffic control sectors would have been alerted about the locations and tracks of AA11 and the Otis supersonic birds...arrivals into the New York Metro area would have been rerouted well clear of the two incoming flights..."known" aircraft operating in these airspaces would have been shuffled out of the way...and the skies would have been cleared in front of these two flights. The FAA air traffic controller teams would have been giving the location AA11 to NEADS personnel so that NEADS could BOTH locate AA11, and to give the lats-longs to the Otis interceptors in order to program their onboard navigations sytems...to program their onboard radar tracking systems...and to program their onboard armament systems. This would have been EASILY accomplished because handing aircraft off, or pointing aircraft out to other facilities happens each and every day all across the country.

Once the interceptor's navigation systems had a more specific intercept location for AA11 [a lat-long or a confirned primary target], they would have turned slightly to the right and headed for an intercept in the vicinity of Poughkeepsie, NY, or, approximately 80 miles north of Manhattan. Even IF the interceptors nav systems weren't programmed, the FAA air traffic controllers would have a big enough "picture" to create their own intercept routing for the Otis interceptors and instructed the Otis birds to fly an intercept course.

This would be simple because air traffic controllers get paid to vector aircraft wherever they need vectoring...its their job....and they are very good at it.

Its now 08:32AM...

The Otis birds are supersonic and flying over the Long Island Sound having already turned towards Poughkeepsie for the intercept. AA11 has slowed down slightly, perhaps because the onboard flight director called for this in a descent and there is a continuous communications flow between all FAA air traffic facilities along the routes of flight. There are contstant updates between the FAA and NEADS....there are constant communications between the interceptor pilots and both the FAA and NEADS radar techs and weapons folks.

The Otis birds now have their "prey" locked into their onboard radar tracking programs...now the interceptor's flight director takes charge of navigation...now these highly skilled pilots do what they have been trained to do over years and years of service to this country...now they will be INTERCEPTING AN AIRCRAFT!

As the intercept nears, the Otis birds slow down and circle to approach from behind. Then, one pulls CLOSE alongside the cockpit of AA11 and tries to establish visual contact with the pilot. The other Otis bird either takes the other side, or remains behind the B767. They remain in this configuration trying every which way they can to get the attention of the pilot of this American Airlines B767 which, to the Otis pilots, is only suffering an IN FLIGHT EMERGENCY. The Otis pilots want to know what is wrong.

Right around this time, with the hijacking being confirmed somewhere in the communications links between the FAA Command Center, FAA headquarters, the Pentagon, NORAD and all the affected FAA air traffic control facilities, the interceptor pilots should have become informed about the hijacking. This would change nothing, because with no contact with the pilot of AA11 being acknowledged, and with this status being shared with the FAA and the Military, the only issues left for the interceptor pilots are to: ...consider the "controllability" of AA11, IE: are the pilots going to follow the lead or "instructions" of the interceptor pilots...or to follow closely behind the hijacked airliner...and to prepare for a shoot down if need be.

And if the pilots of AA11 did not respond to the presence of the Otis interceptors, this would mean very, very SERIOUS business...whether a hijacking or an IN FLIGHT EMERGENCY.

Its now 08:38AM...

The Otis interceptors are now in trail and alongside AA11, and flying in tight formation right down the Hudson River headed to the world's largest city. As AA11 begins a descent, one interceptor pilot remains alongside attempting to get the attention of the pilot. And, because he is flying so closely to AA11, he easily can see inside the cockpit and thusly, would be able to see IF the pilot indeed DID see the interceptor pilot as to follow his instructions. The Otis pilot also could see if the pilot WAS NOT following the interceptor's instructions, or attempting to, and also if the pilot was dressed and appeared like an American Airlines pilot. The other interceptor pilot would have now fallen in behind AA11 in typical "escort" position.

Without clear "agreement" by the pilot of AA11, the interceptor pilots would have to conclude that AA11 was NOT going to follow their instructions, that the B767 was now a DANGEROUS flight whether controlled or uncontrolled, and that it was a threat to people and/or property within the USofA.

The Manhattan skyline was beginning to poke its head up less than 60 miles ahead, and the flights were descending...and it was painfully clear that AA11 was NOT headed towards Cuba.

Interceptor pilots are highly skilled, very well refined, incredibly disciplined, and highly patriotic defenders of this country who have had training in air-to-air combat. These folks are the top of the top. Perhaps some have had actual experiences in dog fights in the first Gulf War. They are professional killers who who have received training about when to shoot, and when not to shoot. As this treacherous formation flight was headed straight towards NYC, and continued its descent to unreasonably low altitudes as the formation approached Manhattan, the interceptor pilots KNEW what may be in store for them. A possile shootdown of an airliner was in the cards...whether or not they had approvals from higher authorities.

Whether its a hijack, an IN FLIGHT EMERGENCY, a lost or disoriented aircraft, or for an aircraft with ANY other reason for NOT following the orders of a US interceptor flying alongside the cockpit, the interceptor pilots have one basic responsibility...to protect the persons, property and security of the USofA. Please do not be fooled by any other rhetoric or cover-up.

Just as a policeman has bullets and strict protocols as when and why to pull the trigger WITHOUT immediate and direct consultation and approval from higher authorities, so do the interceptor pilots have missles and strict protocols as to when and why to fire those missles WITHOUT immediate and direct approval from higher authorities. When the US Military tells you otherwise, they are lying to cover up their failures. An interceptor pilot knows what to do...a policeman knows what to do...its their chosen professions.

Its now 08:42AM...

Manhattan's skyline is fully visible at this time to the interceptor pilots, and AA11 has continued its descent down to altitudes nearing the heights of the Empire State Building, WTC1 and WTC2 as they all speed directly towards the city. There is no stopping the descent of AA11 and the trajectory is unmistakeable to the Otis pilots. Tensions have grown, the interceptor pilots are hoping for instructions from a higher authority, and if they came, they would obviously be to "shoot down" before AA11 can cause major harm to this city...and if the instructions didn't come, the captains of the interceptors would have to make a hard and monstorous decision. A decision perhaps never before made by interceptor pilots trained in the art of killing. A decision made with steely and cool temperments, with a deadly final result...and that was to fire the missles before AA11 had a chance to crash into Manhattan. But this decision would have been made!

And if they DID NOT shoot down, and stood by as thousands of innocent citizens were murdered right in front of their eyes because they DIDN'T SHOOT DOWN, well, what then? I know what I would do, and I'm a man of peace. Its simple math that's really, really hard to calculate. But interceptor pilots understand about death, and the numbers, and they would know that someone was going to die! Which is the best option? THAT is the discipline that an interceptor pilot is trained for...if not, why give them missles?

These interceptor pilots do not live in a bubble, they remember the WTC bombings in the early 90s, they are fully briefed as to their missions on a daily basis, and they keep abreast the threats facing this country [from the military perspective of course.. ] because its just part of their JOB! They are not in their fighters delivering bread.

Interceptor pilots...

They KNOW...they are AWARE...they are VERY INTELLIGENT...they FIGURE STUFF OUT...they wear a uniform FOR A REASON...they know WHAT NEEDS TO BE DONE...and they would SHOOT DOWN an airliner that was going to crash into a major city.

Do not be fooled by your own emotions about these choices or responsibilities because chances are that you would NEVER be an interceptor pilot! These are well trained warriors.

Its now 08:44...

The missle guidance systems have been locked onto AA11 for many minutes now...the cold water has been willed into, and is now running through the interceptor pilot's veins and arteries...the towers on Manhattan are less than 20 miles away and growing in height...the decision to shoot if need be has already been made...and if AA11 does not accept the final attempts at giving up command to the interceptor pilots...AA11 would be shot down. Period!

More and more of the ground beneath the formation flight is filling up with homes, and businesses, and busy highways...the earth below was filling up with innocent people...and off to the east just a few miles was a nuclear plant...the question now is WHEN to fire...because that will control WHERE the debris will fall...

The interceptor pilots are listening intently for some good news over the rdaio...it does not come...maybe the shoot down should be well north over the Hudson River if at all possible...up near Yonkers...its NOT going to be over the GW Bridge...its NOT going to be over Central Park...its NOT going to be anywhere over Manhattan...but it IS gonna happen...

The front interceptor peels off rapidly so as to not confuse the missle guidance system if the missle is a heat seeker...and once clear, the trailing interceptor fires its missle[s]...

Many lives are lost, all in the air, some on the ground...and some damage is suffered...

Its now 08:45AM...

AA11 has been destroyed...and two minutes earlier at 08:43, the entire system learned that UA175 has been announced that UA175 had also been hijacked. This makes the fatal decision at 08:44 more palatable but the Otis pilots were in another zone when these radio transmissions came over the air. And it STILL would not have made any difference. The lead interceptor that had peeled off away from the front of AA11 now knows of another PREY that it must respond to...UA175...and that's right...its just another PREY...because this game has defined itself very clearly, the enemy is in the sky.

The Otis bird continues in its turn behind his wingmate and once westbound, the interceptor blasts into full blower climbing to "greet" UA175. It takes vectors from the FAA controllers toward yet another intercept point and simultaneously inserts the positional and target information about the wayward UA175 into its navigational and missle guidance systems...this time its a transponder code because UA175 did not have its transponder turned off.

The fully armed Otis bird locks on to UA175 which is still west of NYC and still southwestbound...but again, out of FAA control...and the fighter speeds to the intercept. This time, there are no doubts....but the procedure is the same. Pull alongside...attempt to take command of UA175...try to establish contact with the pilot...get ready for another shoot down...the usual drill.

Everyone, and especially the Otis pilots NOW KNOW the dimension of the attack. And the Otis pilots also KNOW that it is THEY who are the ONLY two frontline players in our national defense at that very moment in time...they fully understand the NORAD system...and they KNOW what to do...because they had just done it...just as they had always practiced it...less the trigger.

The Otis interceptor that shot down AA11 remains behind and circles overhead Manhattan checking out the KILL, awaiting any word from anyone about another "prey" for its deathly power, and preparing for anything to happen at a moment's notice. He is ready...they are ALWAYS READY...

Its now 09:00AM...

This time the debris field falls between Ellis, Liberty and Governors Islands hopefully all over New York Harbor...

It is now fully accepted by ALL the players...that the United States is under full attack from the air...

All War Game activities are terminated...every military aviation asset is INSTANTLY made available for defending the nation...every airbourne asset is directed into a defensive posture...a lethal posture if the situation requires it...a weaponized asset or not...

All our major cities are covered with military assets. Every "suspicious" aircraft is immediately scrambled upon and intercepted for a first hand judgement...

UA93 is disposed of as were AA11 and UA175...UNLESS...there had been a successful takeover by the passengers...and then it would have happily rocked its wings in delight to see a fighter beside it trying to help out. UA93 would have been escorted to an airport that could risk the rough landing executed by an inexperienced civilian pilot...

Its now 10:00AM...

...the skies are now fully under control...

...actually, they have been fully under control for an hour...

...actually, they have ALWAYS been fully under control...

...even beginning at 08:14AM on 9/11/2001...

Epilogue:

AA77 is another story for another day...a very, very interesting story indeed...

However, this country STILL would have invaded Afghanistan...

And this country STILL would have invaded and occupied Iraq...

This is because that is what this country is "tricked into supporting"...ie:

...whenever the military industrial complex and the multinational corporations feel the need for more profits, they conjure up another reason to start another war...

Puts a different light on Bush's statement: "Mission accomplished doesn't it?

Love, Peace and Progress with:

PUBLICALLY FUNDED ELECTIONS using HAND COUNTED PAPER BALLOTS on a NEW PAID FEDERAL VOTING HOLIDAY...

Robin Hordon