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| Two more mystery aircraft over Pentagon on 9/11; Overhead at time of attack | |
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| Topic Started: Sep 2 2009, 10:23 AM (727 Views) | |
| Shoestring | Sep 2 2009, 10:23 AM Post #1 |
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Here is my new blog entry, about two previously unknown military jet aircraft that were flying near the Pentagon around the time it was hit on 9/11. What were these aircraft and what were they doing? The original blog posting, with links to the source articles, is here: http://shoestring911.blogspot.com/2009/09/bobcats-over-washington-on-911-what.html Bobcats Over Washington on 9/11: What Were Two Mystery Aircraft Doing Overhead at the Time of the Pentagon Attack? Two military aircraft were flying at high altitude near the Pentagon around the time it was hit on 9/11, but the identities of these aircraft and what they were doing over the Pentagon are unknown. The planes had the call signs "Bobcat 14" and "Bobcat 17." A partial transcript of air traffic controller communications reveals they were communicating with the control tower at Washington's Reagan National Airport, which is less than a mile from the Pentagon, between at least 9:31 a.m. and 9:40 a.m. on September 11. [1] (The attack on the Pentagon took place at 9:37 a.m. [2]) Radar data has shown that the two aircraft flew "in trail" (in single file, with one directly behind the other) at an altitude of 21,000 feet, and were overhead in the few minutes before the Pentagon was hit. [3] LAUNCHED FROM DOVER AIR BASE It would seem essential to establish the exact identities of these aircraft and find out what they were doing in the vicinity of the Pentagon at such a critical time. Yet, eight years after the attacks took place, we still do not have this information. (The fact that these aircraft were near the Pentagon at the time it was hit is itself virtually unknown.) According to a 9/11 Commission memorandum, "flight strips and other information" indicate that the two aircraft, Bobcat 14 and Bobcat 17, "originated out of Dover Air Force Base in Delaware." The memorandum added, "It is possible, but not confirmed, that they were Air Force corporate passenger jets." When questioned by the 9/11 Commission, Bob Lazar, the acting operations manager at Reagan Airport on September 11, said he "did not remember any aircraft with the call sign 'Bobcat' that hung out over the National airspace" that day. All he could say was that he did remember two aircraft "coming from the north, but he did not think that they entered National's airspace." [4] OTHER AIRCRAFT NEAR THE PENTAGON Furthermore, there were at least two other military aircraft near the Pentagon at the time it was hit. A C-130 cargo plane that took off from Andrews Air Force Base, which is 10 miles from the Pentagon, was airborne by 9:33 a.m., and was seen by numerous witnesses above the Pentagon just after the attack there. [5] Its pilot reportedly witnessed the explosion from the Pentagon crash. [6] And television news reporters described a "white jet" plane that was "circling the White House" a few minutes after the Pentagon was hit. [7] (The White House is about three miles from the Pentagon.) Two government sources familiar with the incident later told CNN that the plane was a military aircraft, but its details were classified. An analysis by CNN suggested the aircraft was an E-4B, which is a militarized version of a Boeing 747 that is used as a flying command post. [8] One such aircraft is known to have taken off from an airfield outside Washington, DC, shortly before the Pentagon was hit. [9] Considering the historical significance of the 9/11 attacks, which have had devastating consequences that affect us to this day, it is essential that important details surrounding those attacks be thoroughly investigated. We therefore need to know exactly what the two aircraft--Bobcat 14 and Bobcat 17--were, and why they were flying above the Pentagon around the time it was attacked on September 11. NOTES [1] "Partial Transcript; Aircraft Accident; AAL77; Washington, DC; September 11, 2001." Federal Aviation Administration, September 20, 2001. [2] 9/11 Commission, The 9/11 Commission Report: Final Report of the National Commission on Terrorist Attacks Upon the United States (Authorized Edition). New York: W. W. Norton & Company, 2004, p. 10. [3] "Memorandum for the Record: Visit to Reagan National Airport Control Tower in Alexandria, VA and Andrews Air Force Base Control Tower." 9/11 Commission, July 28, 2003. [4] Ibid. [5] "AA 77 Radar-Based Timeline and Maps." 9/11 Commission, n.d.; "9:37 a.m. September 11, 2001: Witnesses See Military Cargo Plane Near Flight 77; Pilot Later Implies he is Far Away." Complete 9/11 Timeline. [6] "The Secret History of 9/11: The U.S. Government Reacts." CBC, September 10, 2006. [7] "Planes Crash Into World Trade Center." ABC News, September 11, 2001; "The White House Has Been Evacuated." Breaking News, CNN, September 11, 2001. [8] "Tropical Storm Humberto Heads for Texas; Democrats Blast Petraeus Timeline for Troop Withdrawal; Interview With General David Petraeus." Anderson Cooper 360 Degrees, CNN, September 12, 2007. [9] Dan Verton, Black Ice: The Invisible Threat of Cyber-Terrorism. Emeryville, CA: McGraw-Hill/Osborne, 2003, pp. 143-144. According to former 9/11 Commission staff member Miles Kara, this E-4B aircraft took off from Andrews Air Force Base and was airborne at 9:27 a.m. See Miles Kara, "9/11: The Mystery Plane; Not so Mysterious." 9/11 Revisited, June 30, 2009. |
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| Lin Kuei | Sep 2 2009, 10:51 AM Post #2 |
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Once again - great work Shoestring. Thanks for posting your research here. Dover AFB, where apparently the two mystery craft took off from, also contains the largest military mortuary in the DoD, and "It was also a major site for identifying the remains of military personnel killed in the 9/11 attacks" (wiki)- not sure if that's relevant or not. If they were indeed fighter aircraft, and not AirForce corporate passenger jets (??) - then this would raise even more questions as to why they didn't make any attempt to intercept or even visually ID the plane which was known to be inbound to the Pentagon. Edited by Lin Kuei, Sep 2 2009, 10:54 AM.
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| Shoestring | Sep 2 2009, 01:04 PM Post #3 |
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Thanks for the good words, Lin. I'm just amazed that these two aircraft were still allowed to continue flying toward the Pentagon 35 minutes after the second attack on the WTC occurred, and it was obvious the U.S. was under terrorist attack ... especially if they were just "Air Force corporate passenger jets"???!!! |
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| BoneZ | Sep 2 2009, 03:22 PM Post #4 |
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Great information, indeed. I have one small correction:
Actually, that analysis was done by me on the original LC forums and CNN's website still points to the thread where I made that analysis. CNN got their information from my analysis and then basically "confirmed" the information from two government "sources" : http://rawstory.com/news/2007/CNN_investigates_secret_911_doomsday_plane_0913.html  |
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| BoneZ | Sep 2 2009, 03:39 PM Post #5 |
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Because the C-130 and E-4B were military aircraft, they were allowed to take off and approach DC. There were actually two E-4B's that took off from Edwards according to ATC audio recordings: WORD 31 and VENUS 77. There was a third E-4B waiting for take-off approval at Wright-Patterson and it stated it needed to take off for presidential support. They denied the take-off (I don't know how long for) and then an order came from DC that ANY plane approaching DC would be shot down. I haven't had time to listen to all the ATC recordings, but I'll post them if you want to check them out: Wright-Patterson/third E-4B (VIVI 36) recording. Here's the website with the above and the rest of the ATC recordings: http://aal77.com/faa/faa_atc/ Edit by JFK - embed .mp3 file Edited by JFK, Sep 2 2009, 03:52 PM.
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| Boonedoggled | Sep 2 2009, 08:57 PM Post #6 |
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Shoestring, BOBCAT 14 and BOBCAT 17 were T-2 Buckeyes according to the ZDC flight strips. They originated at Dover Air Force Base and were heading to McGee Tyson Airport (TYS) in Knoxville, Tennessee. The BOBCAT's were talking to DCA TRACON, not Reagan Tower. The recorded communications can be heard here. |
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| Shoestring | Sep 3 2009, 11:15 AM Post #7 |
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The flight strips say "T2" on them, but does this mean they were T-2 Buckeyes? I did a search on the Internet and found several different types of plane classed as T-2 aircraft. I was under the impression that DCA TRACON was more or less the same as the Reagan Tower: It mentions here that "Ronald Reagan Washington National Airport (DCA) is located in Arlington ..." And apparently the TRACON and tower facilities were at the same location (presumably the TRACON was lower down in the tower). For example, on the final page of this document it refers to a single facility of "Washington Reagan National Airport TRACON/Tower". Where did you get the information that the two jets were heading to McGee Tyson Airport? The document I used as one of my sources mentions the "TYSON Position," but I think this is just the name given to a particular area of airspace that one of the Reagan Airport controllers was responsible for. |
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| Shoestring | Sep 3 2009, 12:28 PM Post #8 |
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In that case, very well done! An excellent piece of 9/11 research. 
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| DoYouEverWonder | Sep 3 2009, 12:56 PM Post #9 |
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The C130 was taking off on a routine flight. The problem is that Andrews should have been on DEFCON 1 (or whatever they were calling high alert that day) at least five minutes before he took off. Andrews shouldn't have been letting anybody take off, (even if they weren't on high alert) and should have been scrambling everything they had available to respond to the hijackings that were in progress. O'Brien supposedly had no clue anything was going on when he took off. That's a bunch of bull. Now it looks like there were at least a few more military jets in the area, who didn't do anything to intercept or respond to the attack? Why didn't the ATC guy who told O'Brien to chase the hijacked plane, ask one of the Bobcats? Amazing how everyone in the US military reacted with such incompetence that day. Too amazing. Edited by DoYouEverWonder, Sep 3 2009, 01:04 PM.
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| Steel City | Sep 3 2009, 01:47 PM Post #10 |
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Wow!!!! So r u saying these aircraft could be the ones thet dropped the missle on the pentagon? |
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| Boonedoggled | Sep 3 2009, 02:12 PM Post #11 |
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I'm not familiar enough with how ATC labels the aircraft type on their flight strips to say for certain that "T2" is actually the identifier for T-2 Buckeyes. But there are other indicators that would suggest that they are in fact Navy trainers. The flight strips contain a note in the bottom right corner that says "TACAN only/UHF only" and the TYSON controller can be overheard saying that the Bobcats are TACAN only, also. TACAN is a type of navigation used by the military only. If the Bobcats were military VIP transports, they would not be restricted to TACAN navigational aids. You are correct, the TRACON facilities were located below Reagan's Tower in 2001. I was just pointing out the difference between the two to help prevent any possible confusion in the future. If you go to the flight progress strip document I linked to earlier, you will see the aircraft's route in the upper right portion of the flight strip. It reads: DOV./. BAL303020 DCA246080 MOL J22 TYS DOV is the three letter identifier for Dover and TYS is the identifier for Mc Ghee Tyson. |
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| Boonedoggled | Sep 3 2009, 02:35 PM Post #12 |
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Here is the link to the flight progress strips. You have to scroll down several pages to get to the actual strips. Each individual strip has a timestamp in the upper left corner. BOBCAT 14's strip is time stamped at 131328.5 and Bobcat 17's is stamped at 131432.6. |
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| BoneZ | Sep 3 2009, 03:11 PM Post #13 |
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That'd be a NOPE. There's no evidence of a missile striking the Pentagon. |
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| 22205 | Sep 3 2009, 03:12 PM Post #14 |
Arlingtonian
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informative reading: http://media.nara.gov/9-11/MFR/t-0148-911MFR-00244.pdf http://media.nara.gov/9-11/MFR/t-0148-911MFR-00245.pdf http://media.nara.gov/9-11/MFR/t-0148-911MFR-00246.pdf http://media.nara.gov/9-11/MFR/t-0148-911MFR-00247.pdf they shed alot of light in almost layman's terms about protocols and specifics, like TRACON and its location, etc... ps - not just those pages but the 4 above were as far as i got - reading last night. pps- just change the last digits in the link numerically to read other documents. some random excerpts (not all are necessarily 100% related to the op of this thread) http://media.nara.gov/9-11/MFR/t-0148-911MFR-00245.pdf Date: July 28, 2003 Special Access Issues: None Prepared by: Lisa Sullivan and reviewed and edited by all Commission participants. Team number: 8 Location: National Airport, Alexandria, VA; Andrews AFB, Morningside, MD Participants (non-Commission): Shirley Miller, FAA; Linda Schuessler, FAA; Peter Lynch, FAA Counsel; Donny Simons, Washington National Airport Operations Manager; and Bob Lazar, Acting-Operations Manager on 9/11 Participants {non-Commission): Shirley Miller, FAA; Linda Schuessler, FAA; Peter Lynch, FAA Counsel; Chauncey (?); Steve Marra, FAA Air Traffic Controller - supervisor; and James Ampey, Air Traffic Controller (in the Tower on 9/11) Participants - Commission (both locations): Dana Hyde, Miles Kara, John Azzarello, and Lisa Sullivan Prior to 9/11, an average of 1,100-1,200 planes including general aviation planes flew in and out of National each day. Simons commented that National deals with a incredibly high volume of helicopter traffic from the President, Vice President, military VIPs, news helicopters, and sightseers (less so, post-9111), among other things. In response to this statement, Miles Kara asked Simons to comment on the airport's relationship with the Pentagon's helicopter pad. Simons said there is an air traffic control Tower at the Pentagon manned by military personnel (not FAA). The National controller coordinates take-offs and landings with the Pentagon controller. If a helicopter took off from the Pentagon pad before Flight 77 hit the Pentagon, then it would be noted in National's log from 9111 since a National controller assigns routes. Events of 9/11 Simons introduced Commission staff to Bob Lazar, who was the most senior manager on duty at National the morning of 9111. His title was "support manager." At the time the first plane hit the World Trade Center in New York, Lazar was in his office in the administrative wing of the airport, down the hall from the TRACON and the stairs that climb to the Tower. Upon hearing the news, he went to the break room located in between his office and the TRACON to watch the television. Due to his background in Navy Special Operations, terrorism immediately sprung to mind before it was reported by the newscasters. Lazar's response was to call special operations people at FAA Headquarters, but he received no answer. At about that time, the second Tower was hit. Immediately thereafter, a controller in the TRACON told him that Dulles had just notified them ofa "fast-mover" heading towards Washington (Dulles' radar is seventeen miles west of National). National forced a track on the unknown target. Lazar was not sure at what exact time National forced the track. Victor Pagent was the controller in the TRACON that first tracked the unknown. When primary radar locks in on a target, it tracks the target with a symbol. The TRACON would have been able to see it on radar, and the controllers in the Tower would also have been able to track it on their screens. Someone in the TRACON called Secret Service on the phone to inform them of the unknown target heading toward Washington. (National TRACON had direct telephone lines to Dulles and BWI TRACONs, as well as the U.S. Capitol and Secret Service.) There was also a supervisor stationed in the TRACON, Bert Simpson, and a controllerin- charge in the Tower (Carl something). When Lazar was in the TRACON, Flight 77 was ten miles outside of Washington and moving at 400 mph. Lazar started up to the Tower just as the plane hit the Pentagon. When asked about the C.:.130by Miles Kara, Lazar described it "as the one that chased Flight 77 around that day." Lazar confirmed that the C-130 had departed from Andrews before National had received word of the unknown target heading toward Washington. Once the target was known, the air traffic controllers at National asked the C-130 to tum and follow the plane as it headed toward what turned out to be the Pentagon. Lazar believed the C-130 was flying at 3,000 feet and reported that AA Flight 77 was flying below him. http://media.nara.gov/9-11/MFR/t-0148-911MFR-00244.pdf --8:56 am FAA loses primary and secondary track from Flight ,AA77; Indianapolis Center tracking the flight: Indianapolis notifies Great Lakes (Chicago) of a possible accident of AA77; Great Lakes sends out a message to local law enforcement and others to look for a downed plane; the message goes to, among others, the Sheriff s office in Ashland, KY. --FAA was told by a sheriff in Ashland, KY that 77 had crashed in Kentucky which was why they weren't looking for the flight. (The sheriffwas responding based on request from ATC system for information on potential downed flight in that area and thus the FAA itself was the original source for the sheriff s report.) -- FAA stops looking for Flight AA77 because they think it's down in Kentucky. http://media.nara.gov/9-11/MFR/t-0148-911MFR-00246.pdf FAA staff repeatedly emphasized that the Command Center was in constant communication with approximately 11-13 FAA facilities on September 11, 2001 [QUESTION: where does this number come from? There are more than that, correct?]. John White stated that the Command Center had significant information on all hijacked airplanes except for American flight 77. White said that AA77 was the only flight about which they were "disappointed" because they didn't have information. White or Kies indicated that AA 77 got all the way to Virginia before they picked up the primary target on radar. John indicated that there's a gap in radar coverage at certain altitudes which can contribute to the problem. White further reported the Command Center had "great information" on United Airlines flight 93. According to White, FAA Cleveland Center tracked AA 77 until sometime after 9:00 a.m. when it disappeared from radar. The Command Center thought AA 77 had crashed shortly after it disappeared from radar. FAA lost primary radar on AA 77 on the morning of 9~11. Since there is a gap in primary radar coverage somewhere over Ohio, White theorized that AA 77 may have been lost in Cleveland Center because it traveled through the zone that lacked primary radar capabilities. Potential Additional Disasters Averted on 9-11: Jack Kies states that he is absolutely certain that the grounding order that was affected by ATCSCC (not Sec. Minetal stoard other terrorist plots from occurring. Jack referred to an individual named (blank) who works for NavCanada who told him that Air Canada had a plane scheduled to depart Toronto Canada and arrive at JFK International Airport in New York on 9-11. According to (blank) that plane never got off the ground and authorities found box cutters secreted .i.n. the luggage compartments in the first class section of the aircraft and two people who/fit a terrorist profile on board. Jack Kies also mentioned the St. Louis incident in which two passengers on a flight that landed after the grounding order, fled the plane and hopped a train. about "bob lazar", who is he? i cant find a record of the guy anywhere... http://www.metwashairports.com/site_search/view zero results for the word "lazar" annual reports: http://www.metwashairports.com/about_the_authority/annual_reports 2000 reports, not one mention of any lazar: http://www.metwashairports.com/_/File/_/MWAA-00Editorial.pdf http://www.metwashairports.com/_/File/_/MWAA_00financials.pdf 2001 reports, not one mention of any lazar: http://www.metwashairports.com/_/File/_/MWAA-01Editorial.pdf http://www.metwashairports.com/_/File/_/MWAA_01financials.pdf for the record, EVERYONE who works there in any official or major capacity is named in the 2001 financial report, and you would expect the "operations manager" to be mentioned, but nope: http://www.metwashairports.com/_/File/_/MWAA_01financials.pdf E. Bennett Executive Vice President and Chief Operating Officer Christopher U. Browne Vice President and Airport Manager Ronald Reagan Washington National Airport George R. Ellis Vice President for Information Systems and Telecommunications Edward S. Faggen Vice President and General Counsel Jonathan Gaffney Vice President for Communications Lynn Hampton Vice President for Finance and Chief Financial Officer Frank Holly Vice President for Engineering Valerie Holt 1 Vice President for Audit Margaret McKeough Vice President for Business Administration Keith W. Meurlin Vice President and Airport Manager Washington Dulles International Airport Elmer H. Tippett, Jr. Vice President for Public Safety Mark Treadaway Vice President Air Service Planning and Development Arl B. Williams Vice President for Human Resources Gregory Wolfe Vice President and Secretary Carolyn Boone Lewis 2 Chairman 2001 Norman M. Glasgow, Jr. 3 Chairman Vice Chairman 2001 Robert Clarke Brown The Honorable Robert L. Calhoun Mamadi Diané The Honorable John Paul Hammerschmidt William A. Hazel Weldon H. Latham David T. Ralston, Jr. Robert M. Rosenthal Jeffrey Earl Thompson Robert B. Young, Jr. Warner Session, Esq. Chairman Jacqueline North Vice Chairman James P. Anderson Santiago Caballero Alex DeBoissiere Mary Downs Diana E. Hudson-Taylor Edward T. Morgan Steve Ogunwo Eric Peterson Marc Weiss but no bob or robert lazar. so who is he? not the area51 antigravity propulsion guy, right? but then who? and how is it there is no record of this (alleged) dca guy anywhere? was his job "top secret"? *** and on a different note, shoestring, what is your theory about the 2 planes you have identified? if not a theory, then what are you proposing is the significance of these 2 planes? what role do you think they played? *** edited to add one more excerpt: http://media.nara.gov/9-11/MFR/t-0148-911MFR-00245.pdf When Lazar was in the TRACON, Flight 77 was ten miles outside of Washington and moving at 400 mph. Lazar started up to the Tower just as the plane hit the Pentagon. When asked about the C.:.130by Miles Kara, Lazar described it "as the one that chased Flight 77 around that day." Lazar confirmed that the C-130 had departed from Andrews before National had received word of the unknown target heading toward Washington. Once the target was known, the air traffic controllers at National asked the C-130 to tum and follow the plane as it headed toward what turned out to be the Pentagon. Lazar believed the C-130 was flying at 3,000 feet and reported that AA Flight 77 was flying below him. Controllers in the National Tower watched Flight 77 make a sweeping tum to hit the Pentagon. He reported that the turn was at treetop level, made for alignment purposes rather than an altitude change. [Note: NTSB has provided a simulation of the path of Flight 77. On viewing the simulation, Kevin Shaeffer made the same observation, namely, the path taken by AA 77 was for alignment purposes.] Lazar told Miles Kara that he cannot remember whether they were running a north or south configuration that morning. It varies depending on the direction of the wind. In response to Miles' question, Lazar told him he did not remember any aircraft with the call sign "Bobcat" that hung out over the national airspace that day. However, he did remember two fighters inbound from Langley that morning, and two more coming from the north but he did not think that they entered National's airspace. Simons stressed that he did not remember the bobcats specifically. Simons conjectured, from the excerpt of the log, that controllers from BWI were working the two "Bobcats" and needed vectors from National controllers. It appeared from the logs that the Bobcats departed in front of Flight 77, and Simons suggested that they could have been out of Air National Guard at Martin in Pennsylvania). He remembered that A-I Osoperated out of that location. [Note: flight strips and other information indicate that Bobcat 14 and Bobcat 17 originated out of Dover Air Force Base in Delaware. JSS radar data shows that they flew in trail at 21,000, feet and were overhead during the last few minutes of the flight of American Air 77. It is possible, but not confirmed, that they were Air Force corporate passenger jets.] Lazar reported that word of the ground-stop ordered by Command Center was received at National from Diane Creen at BWI. None of the FAA representatives at National ,were aware of any precautions taken by the airlines when they let passengers disembark the planes once FAA ordered all planes to land. Edited by 22205, Sep 3 2009, 03:23 PM.
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| Shoestring | Sep 4 2009, 02:53 AM Post #15 |
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I really have no idea. The significance of the aircraft is a) Why has there presence over the Pentagon at the time of the attack not been widely revealed? b) Why were they allowed to continue flying toward the Pentagon 35 minutes after the second attack in New York, and it was now obvious the U.S. was under terrorist attack? c) Due to the previous two reasons, this shows yet more evidence as to why we need a new investigation of 9/11. |
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| French St | Sep 5 2009, 02:50 AM Post #16 |
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The military airplane E-4B is mentioned by the complaint of April Gallop. See: http://www.centerfor911justice.org/complaint.htm Quote: " As shown on CNN television, a large military aircraft, identified as an E-4B — the so-called “Doomsday Plane”, which carries the most complete and sophisticated military command and control apparatus — was circling above Washington at the time the Pentagon was hit. It was in perfect position to coordinate the detonation and/or missile shot with a fly-over; and guide the airliner in its dive by remote control. It was also in perfect position to spot the oncoming plane on its radar and sound an alarm. Significantly, the Department of Defense has denied any knowledge of this airplane flying in that area on that day." http://www.centerfor911justice.org/news/Filed=20WWV=20Aff=20Part=201.pdf Quote: " The officially-released radar data compiled by the USAF 84th Radar Evaluation Squadron does not reflect the E-4B flight, shown clearly on CNN videotape and broadcast repeatedly, http://www.youtube.com/watch?v=UgF9Fd4UyMY, demonstrating the ability of governmental officials to fashion physical evidence as necessary. (See The 9/11 Mystery Plane and the Vanishing of America, by Mark Gaffney (Trine Day LLC, 2008)" See also : "A Short Synopsis: Why Three Video Segments of an E-4B filmed at the White House are not Reconcilable with the 9/11 Radar Data". Link : http://the911mysteryplane.com/ Edited by French St, Sep 9 2009, 05:46 AM.
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| Boonedoggled | Sep 7 2009, 04:22 PM Post #17 |
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A member at a different forum found a document that contains ICAO's aircraft identifier information. Here is the information found in that document:
Source (page 204) |
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| Shoestring | Sep 8 2009, 01:34 PM Post #18 |
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OK, thanks for this. If those two aircraft were trainer aircraft, the crux of my blog posting remains: Why has the presence of these planes nearby the Pentagon when it was attacked not been widely revealed? And, crucially, why were they allowed to continue flying toward the Washington, DC, area 35 minutes after the second attack in New York, when it had become obvious the U.S. was under terrorist attack? Was their training mission really that important? |
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| Boonedoggled | Sep 8 2009, 03:06 PM Post #19 |
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I would guess that it is because they played no significant role in the day's events. If one of these two aircraft would have been asked to identify and follow flight 77, as the C-130 was, then we probably would've heard more about them a long time ago. The commission staff noted the Bobcats in one of their work files. Link (page 11). Because, just like every other aircraft, with the exception of those headed to New York and Boston, they had no reason to land. ATC zero was not implemented until 9:45 a.m. and the nationwide ground stop didn't occur until 9:30 a.m. |
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| Shoestring | Sep 9 2009, 05:09 AM Post #20 |
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My own opinion remains, that the issue of the "Bobcats" and the other military aircraft that were in the Washington area at the time of the Pentagon attack needs to be probed more deeply when there is a new investigation of 9/11. Others may disagree, but I think it is way too early to dismiss this issue as being insignificant. |
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3:25 AM Dec 7
