The
Final Moments of Flight 93
FLIGHT 93'S SMOKING GUN
an investigative article
by
Robb
Magley
Click
here for the lasted updates to
this article at robb Magley's
website.
Truth, mused Tolstoy, is
like gold, in that it is
obtained by washing away from
it all that is not gold.
Sadly, there seems to be
less gold in the official
story of United Airlines
Flight 93 than we would like
to think.
The relatively obscure
field which considers the
seismology of supersonic
aircraft has produced
something of a smoking gun in
the mystery surrounding Flight
93's final moments. Evidence
from the seismic record
indicates there was at least
one supersonic warplane within
striking distance of Flight 93
on the fateful morning of
September 11, 2001. A signal
exhibiting the seismic
signature characteristic of a
passing sonic boom was
recorded at 9:22 A.M. local
time by an earthquake
monitoring station in southern
Pennsylvania. This station is
just 60 miles from the
abandoned stripmine in
Somerset County where the
Boeing 757-200 hit the earth
at 10:06.
A sonic boom is
the audible pressure wave that
travels along the path of an
aircraft moving faster than
the speed of sound. The effect
of this increase in pressure
is to displace, albeit
slightly, the surface of the
earth in a very predictable
way: the earth is pushed
downwards, then released and
pulled upwards. The resulting
chart of displacement versus
time is quite distinct from
other seismic events:
Seismographs of the
sonic boom, recorded at approximately
9:22 AM local time on 9/11
The presence of this
particular sonic boom at 9:22
A.M. refutes the story we have
been told of the military's
response to 9/11.
The North American
Aerospace Defense Command, or
NORAD,
issued a press
release one week after the
attacks. The timeline told of
Air National Guard fighter
jets taking off from bases in
Massachusetts and Virginia at
8:46 A.M. and 9:30 A.M.,
respectively. The first jets,
two F-15's from Otis Air
National Guard Base, responded
to an 8:40 A.M. scramble order
and screamed towards New York
City six minutes later. The
second group, F-16's from
Langley AFB, responded to a
9:24 A.M. order and again were
en route to their target in
six minutes, this time
pointing towards Washington
D.C. and the threatened
Pentagon.
The problem with this story
is that neither group of
fighters could have made the
sonic boom recorded in
Pennsylvania by 9:22.
The F-16's from Langley
hadn't even been told to get
into the air yet, so they're
out. The F-15's from Otis
reached New York at 9:06, 3
minutes too late to stop the
second World Trade Center
impact, having averaged a
speed of around 800 miles per
hour to get there. They could
have covered the 207 miles
from NYC to the seismic
station in Pennsylvania in a
mere 15 minutes at that speed.
But this would have required
them to leave New York City
undefended at 9:07, merely one
minute after arriving.
It would also have required
a sixth sense, since the FAA
didn't even warn NORAD that
Flight 93 was considered a
possible threat until 9:16.
While we don't know where
the jet that created the sonic
boom came from, we can safely
assume that any aircraft
moving supersonically over the
continental U.S. by 9:22 on
September 11th was part of our
own military. And not knowing
the fighter's home base does
little to change the fact that
it would have been in
excellent position to
intercept Flight 93 well
before it crashed at 10:06.
Major General Paul A.
Weaver Jr., Director of the
Air National Guard, has told
reporters
that National Guard aircraft
"weren't even close"
to the fourth hijacked
airliner. Thanks to the
seismic record, we can now
suggest there was little gold
in his remarks.
Tracking aircraft in flight
with seismic networks is not a
new idea. NASA has looked at
ground-recorded sonic boom
signatures
of aircraft like the
F-18
and the
SR-71;
scientists at the California
Institute of Technology have
examined data
from existing networks for
events like the landing of the
space shuttle Discovery.
Seismic networks have also
been used to determine the
time of aircraft crashes;
indeed, when the United States
Army wanted to know with
greater accuracy exactly when
Flight 77 struck the Pentagon
on 9/11, they turned to
seismologists at the
Lamont-Doherty Earth
Observatory at Columbia
University, and the Maryland
Geological Survey.
Won-Young
Kim and Gerald R. Baum
were unable to definitively
set the impact time of the
Pentagon crash, but they were
able to determine the time of
Flight 93's impact to within 5
seconds (10:06:05 ±5, EDT).
In the days and weeks
following the crash, rumors
circulated of a shoot-down,
the scenario being that the
military brought the airliner
down before it could reach a
more populated area. It should
be said that just because we
now know a fighter was close
enough to do the grim job, it
doesn't necessarily follow
that the job was done: there
is still no direct proof that
the unknown fighter chose to
fire upon Flight 93.
The question, however,
remains:
Why would NORAD
misrepresent where their
fighters were if they didn't
shoot it down?
Back in
December,
we learned from Lt. Colonel
Robert Marr, Commander of the
North East Aerospace Defense
Sector (NEADS) that there was
a third group of fighters in
the air on the morning of
9/11. This group launched from
the Toledo Express Airport in
Ohio, and was comprised of
F-16's from the 112th Fighter
Squadron, part of the 180th
Fighter Wing. These pilots,
known as the
"Stingers", were not
on any active alert status; in
fact, when they were told to
scramble aircraft to defend
New York, their fighters
needed to be reconfigured from
training missions and armed
for the new duty.
The Stingers were still
able to launch in sixteen
minutes, a time Lt. Col. Marr
considered
"phenomenal",
considering how much they had
to do to get combat-ready
F-16's airborne.
Could these F-16's have
caused the sonic boom at the
seismic station?
According to Lt. Col. Marr,
the 112th's F-16's were not
ordered to scramble until
10:01, lifting off at 10:17,
well after the sonic boom at
9:22.
However, the math gets
rather interesting. Think of
what follows as an airborne
version of the old story
problem that begins,
"...a train leaves
Boston, and another leaves San
Francisco...."
Imagine that the fighters
based in Toledo got the order
to defend New York at the same
time that the same order was
received by the fighters in
Massachusetts, i.e. 8:40. With
the 16-minute response time
("phenomenal") the
112th could manage, they would
be in the air at 8:56.
Our hypothetical fighter
group is now headed for New
York City where, at the time,
all the trouble is. Let's give
them 2 minutes to assemble and
head out in formation; the
time is 8:58.
Interestingly, their
hypothetical flight path goes
almost directly over an
obscure seismic station in
southern Pennsylvania. That
station is some 314 miles away
from their starting point,
and, traveling at 800 miles
per hour, they reach it in
just about 24 minutes.
They reach the station at
just about 9:22.
In two minutes, NORAD will
learn from the FAA that
Flights 77 and 93 have
apparently been hijacked. At
9:24, NORAD will order the
Langley F-16's to try to
intercept Flight 77. They will
nearly make it.
The Otis F-15's have been
flying over New York for 18
minutes. With all the threats
in the air, NORAD has no
intention of telling them to
leave.
In about ten minutes,
Flight 93 will make a dramatic
U-turn near Cleveland. Its
new, unscheduled flight path
puts it into a dead-on course
for Washington, D.C. It will
likely overfly at least one
nuclear reactor and the U.S.
Naval Academy in Annapolis
before reaching the beltway.
The closest force that can
intercept them are the
hypothetical fighters, which
have already made a
not-so-hypothetical sonic
boom. Assuming the fighters
had been continuing toward New
York, they now had merely to
make a U-turn of their own to
handily intercept Flight 93,
well before the 10:06 crash.
Vice President Dick Cheney
has
confirmed
that the order to shoot down
any airliner headed for D.C.
that refused to alter course
had been given after the
Pentagon had been hit, and a
fourth plane appeared to be
headed for the capital.
The fighters were in place.
The airliner refused to change
course. The order had been
given. And there was plenty of
time.
History was about to take
place, and to be covered up.
But for an obscure seismic
station, it might never have
come to light.
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FAQ
is also available.
The
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