To be honest Clive, the snippet you've posted there, only underlines the point I was making. You wouldn't need to involve thousands of people. A relatively small number of people could propogate the outcome, by ensuring that the command and control structure didn't function to optimum level on the day concerned. All that cutting does is highlight precisely this.
I must admit to being unaware that only 14 jets were on stand by to defend the United States
That's truly staggering. It basically means an aircraft carrier which can launch every 45 seconds and are on constant stand by, (had one been close to Norfolk), would have carried a greater defence capacity than the entire USAF. I know the 'peace dividend' was starting to bite at the time, and the military and arms industry were deeply worried by it, but considering these are some of the most sensitive skies in the world, that is truly amazing. My God, it's a worse state of readiness than us, or even Norway.
All it does is confirm to me that a general 'stand down', or reduced state of readiness order was given (probably weeks earlier so as to avoid the obvious 2+2=4). Why?
You might want to investigate who has the authority to give such an order :suspect: My understanding is that its less than half a dozen people holding specified offices. The President certainly can, (I'm not sure if he doesn't ultimately have to sanction someone elses decision anyway?). Now I'm not suggesting for one second that Bush was necessarily behind this (as I said earlier, I wouldn't trust him to put his own socks and shoes on, yet alone hatch and excute a plan of this complexity) but those who were (and still) 'run him' would know how he'd likely react to situations if they were able to orchestrate them.
Clearly the FAA (I think I called them CAA earlier :shy: ) and NORAD link went badly wrong along the line somewhere, and this has been one of the fuzziest things to unpick. Both sides seem to have made different claims and counter claims at various times, and it will probably be one of those we'll never know. Again though, such confusion allied with a conducive environment (stand down) does nothing to discredit the theory that someone/ bodies/ things, were prepared to permit the action to occur by ensuring that command and control didn't function properly.
The ATC stuff I tend to question, for such time as I'm corrected otherwise. My understanding is that a transponder emits a signal that identifies the plane by flight number on screen. The planes radar signature however, still remains visible, and any half decent operator should still be able to track it. Planes move through sector controls, so they'd have had more than just a strong idea where to search given the amount of time the plane had spent in the air, its maximum speed, it's altitude, and the point it was at when the transponder was turned off. This wouldn't involve 4,500 identical radar contacts in the Boston area. This must be red herring. I've witnessed myself (standing on top of the WTC ironically) that there are no more than 20 planes in the sky max, at anyone time over New York City, and that involves servicing 3 major airports. I'm prepared to accept that there might very well be 4,500 planes in the sky over America at anyone time, but not within this very narrow corridor, so I see no reason why they'd be looking outside of a 100 mile radius. Think about it logically. If they were 4,500 radar contacts in the area concerned, they wouldn't be able to land them. If half of them were incoming say, (2,250) spread across three cities, or 7 airports.
It means something like an 8 second seperation. Unless I'm badly misreading something in that section, it just strikes as a barely defendable explanation that just doesn't stand up.
Light aircraft could of course add to the confusion, but they're easily distinguished on speed, and altitude alone. In any event, two cabin crew on AA11 were in continuous contact with the ground for 25 minutes right up to the moment of impact and relayed the change of course and direction of travel etc.
I do however, accept the limitations of the NORAD radar and believe this has been widely documented and acknowledged as an Achilles heel. Clearly something went badly wrong on the day between ATC, FAA, NORAD and even American Airlines. If I get time later, I'll try and dig something out about the FAA side and the notification to the Bush entourage, as there's conflicting accounts (not surprisingly) again. I seem to recall, it points to Condoleeza Rice being the first major 'administration figure' being alerted to the hijacking as Director of National Security. It points to the Bush security detail being aware of it when he arrived at the school. The best evidence seems to come from the travelling press corps who were aware of course (they'd been alerted within a minute by their own news organisations). Many of whom claim to have over heard discussions between the President and various elements of his staff. The head teacher is supposed to have said something to him on greeting him (about 8.55) but this of course will have related to the first crash, as even I'm not suggesting that the local school were in on the plot and knew that there was another plane hijacked
The timings of when the planes were hijacked isn't really disputed, as the radar contacts automatically generate a record in accordance with transponders being turned off. What isn't clear is how the information flowed after that