9-11
REDUX
It should now be clear to anyone that the horrific terrorist attack on
America was a repeat event with a long history. Unfortunately, the
fore-knowledge is known to be far too abundant for large-scale warnings
NOT to have been issued, with associated intervention attempts. Most
glaringly, there is still no significant 9-11 investigation under way.
Time will kill many of the pertinent facts and separate people from
their rage. There is method to that madness.
Consider this thought, for the moment - four nearly simultaneous and
successful hijackings, with three precision hits, at 350 miles per
hour, on three separate targets, all at the "least-risk" points.
History is abundantly clear; the 9-11 terrorists were far too
confident, knowledgeable and skilled for the events of 9-11 to have
been more luck than planning. The pilots of the three planes, which got
through, all demonstrated too much skill for a 300-hour zealot. Four
nearly simultaneous hijackings, with three precision strikes at 300
knots too strongly reek of advanced training.
The terrorist cover was too well-established and successful. Atta,
alone had sufficient history that he should have been identified by the
CIA - well in advance. While briefly addressed in the media, the
subject of the attackers using addresses of U.S. Air Force training
bases was never followed-up. Although there were "spelling errors" in
the pilots names, the addresses were too suggestive of former fighter
pilots - not amateurs. Mis-spelling is a standard government technique
for hiding data, via computer searches. "...no data
was responsive to your request." Just Ask Timothy
Mc Veigh's original defense attorney - they nearly paid dearly for
having missed the tactic.
Mohammed Atta had previously shut down a runway by abandoning a rented
twin-engined aircraft on the runway. Yet, there was no investigation -
far too atypical of the FAA, particularly after the Florida FAA got
their nose busted for laxity in the Fine Air crash. Being a 'foreigner'
was no license to violate FAA regulations or competency standards -
something was badly wrong in that picture.
The training schools allegedly used, offered accelerated training
programs. Yet, there was something not right about their training.
Besides being able to get school-issued equivalents of student visas,
the actual student visas were issued well after 9-11 - while the
hijacker names were supposedly on the tips of every American.
While the Kamikaze attacks were known to be part of the ever-evolving
1995 "Project Bojinka," there were no new anti-hijacking procedures
being developed. "Bojinka" was an unknown name among the very airline
pilots who needed to know of its existence and the series of attacks,
which suggested its continuation. In the mean time, the 'traditional'
airline hijack counter-measure procedures were unchanged. Those
procedures guaranteed the terrorist' access to the cockpits.
The name, "Bojnka" is Serb-Croate for "big bang," or "loud noise." Yes,
the name derives from the "Ethnic Albanians" of the infamous Bosnian
campaign - and bin Laden's cohorts in terror. From the Balkans to the
Philipppines - no possibility of coincidence. The name should have rung
loud warning bells in any intelligence agency.
"Project Bojinka" was an ambitious plan to blow up 12 U.S. airliners in
the Pacific region, on a single day. An accidental apartment fire
revealed the plan to the Manila police, when they raided Ramzi Yousef's
apartment in January, 1995. Abdul Murad was captured by the Filipinos,
but Yousef escaped to Pakistan, where he was later captured by police
and extradited to the United states for the first WTC bombing trial.
Murad told the Philippine investigators of the Kamikaze plans, which
were relayed to the U.S. authorities. To lend a high degree of
credibility to the plot, Murad was an FAA licensed commercial pilot -
originally licensed in the United Arab Emirates - suggesting the
possibility that he was a former airline pilot - possibly trained in
the military - at a U.S. training base.
The "Bojinka" linkage is incredible. Even in the McVeigh trial, the
connection of the "Project Bojinka" players to the Oklahoma City
bombing had been made. The first attacker of the World Trade Center,
Ramzi Yousef, had claimed TWA-800. The continuity of the terrorist
bombings gave him credibility, which the authorities cannot rationally
deny.
Both Oklahoma City and TWA-800 are well-known as 'mysterious'
under-investigated political embarrassments. Given the undeniable
facts, both issues have been removed from the shadow of 'conspiracy
theory.' Too many facts speak to the greater probability of truth and
the undeniable cover-up. The connections continue -
The 2002 Bush Jr. administration identification of Iraqi involvement in
the OKC bombing certifies the Middle Eastern evidence presented to the
FBI, in the immediate aftermath of the bombing, by KFOR reporter, Jayna
Davis. The evidence was REFUSED, when it was presented to the FBI.
Despite the McVeigh trial politics, it was a felony to refuse the
information. As a minimum, the FBI should have subpoenaed the
information, instead.
The Bush Administration's sending of U.S. troops to break up the
Philippine "Abu Sayef," in the spring of 2002, certifies the al Qaeda
connection to the first WTC bombing, the OKC bombing and TWA-800.
Muhammed Atta spent time in Manila as well; the continuity cannot be
denied - except by the U.S. government; but WHY?
One would think that the American public has finally had enough. They
haven't; the convenient denial mechanisms are provided for them.
It would seem that the monetary costs of the airliner diversions, due
to sky-ragers, would have previously reached the point that flight
attendants would have been trained to detect and monitor potential
problem passengers; particularly trained in methods and resources to
intervene. Scalding coffee and fire-extinguishers make great weapons
for self-defense. Hat pins, hair spray, aerosol deodorants and perfume
would have added to the list of personal weapons. Prior to 9-11, flight
attendants were permitted the luxury of carrying these items.
In reality, a simple two-dollar heavy-duty bolt installed on the
cockpit doors would have made the difference. Any stolen common cockpit
keys would not be sufficient to guarantee cockpit access. Unique
procedures, including depressurizing the cabin could have been
established to thwart violent takeovers. However horrible the thought,
losses among crew and passengers would have to be accepted, as the
lesser of two evils, given the threat of airliners becoming Kamikaze
aircraft.
The knowledge of the appropriate updated hijacking procedures would
have leaked to the terrorists. Facing a long list of effective cabin
counter-measures and threat, 9-11 may not have happened.
Pilots, in particular, will appreciate the following "checklist" as a
cockpit counter-measure:
TERRORIST INTERVENTION
1. Cockpit Door - Bolt Latched
2. Transponder - 7500
3. Passenger Oxygen Deployment Circuit breakers - Pull
4. Oxygen Masks and Regulator - On-100%
5. Crew Interphone Communications - Establish
6. Air Conditioning - Full Cold
7. Pressurization - Manual
8. Outflow Valve - Full Open
9. Cabin Altitude Selector - 10,000 Feet (for post-event selection)
10. Aircraft Maneuvers - As Required
11. No. 2 radio - 121.5
12. ATC Communication - Establish
13. Intervention / Cabin Communication - As Required
14. Pressurization / Temperature - As Required
15. Land and Evacuate ASAP!
The success probability of extortionist-style hijackings was
successfully thwarted with counter-measures, long prior to 9-11. With
the measures cited above, the extreme of terrorist-style hijackings and
suicide missions would have been reduced to the realm of 'infeasible.'
Just the awareness of such an impending Kamikaze horror should have
maximized the alertness and determination of law enforcement agencies.
Similarly, the flight crews could have been better mentally prepared;
even if training was ruled out, as an 'expense.' Under the regulations
(FAR 108) - and federal law - the airlines were specified as being
exclusively responsible. Yet, for the laxities which allowed 9-11, the
airlines were rewarded with cash, loan guarantees and tax breaks; not
to mention hundreds of millions in cost savings, once the government
imposed the security 'head-charge.'
While inducing a depressurization, the passenger oxygen masks would not
automatically deploy. The flight attendants would have portable oxygen
bottles available to them, while the hijackers either desperately
gasped for air, or fumbled, trying to grab the oxygen bottles. As a
backup, the flight attendants would have the limited oxygen supply of
the galley "smoke hoods."
Supplemental devices can be installed by the airlines, such as
high-power strobe lights at strategic locations in the passenger cabin.
Even during daylight, these are powerful enough to blind anyone,
temporarily - and force passengers to put their heads down. High power
and directional "personal injury" sonic-wailers could be installed in
the vicinity of the cockpit door. Car thieves know their effectiveness,
all-too-well - they work!
From the Israeli experience (no successful hijackings), it is too
well-known that a simple add-on door can be installed in the
first-class lavatory passageway, which leads to the cockpit door.
What might appear to be part of the wall would be a swing-out door,
which the flight attendants could use to close off the passageway,
allowing the pilots private access to the lavatory. Drinks and meals
could then be delivered behind that locked door, also. Pushing past
flight attendants and pilots into an exposed cockpit would no longer be
possible.
In all, the 'fixes' are incredibly cheap, particularly over time.
As it stands, the pilots now have a bullet-proof door, locked from the
inside, such that they are trapped, should an accident occur. The
cockpit passageway second security door isn't being considered; another
successful hijacking is guaranteed.
"Project Bojinka" has been known to have been compromised in its
entirety, since 1995 - except to the people who desperately needed the
information - the airline pilots and the public. The "Bojinka" files
discussed airliners - not just small aircraft. The 1994 Islamic
extremist hijacking of an Air France A-300 - Flight 8969 - with the
intent to use it as a missile into Paris warned that the threat was
quite real - complete with demands for maximum fuel and bin Laden ties.
There can be no doubt that the Kamikaze aspect of "Bojinka" was indeed
real and valid. The timing and failure of the Flight 8969 hijacking
left the legacy, "...hijackers must be pilots."
Too many of the known terrorist plots had already become realities -
prior to 9-11, such as the bombing of the various Western targets,
including the embassies. The authorities obviously came to the
realization that even though the "Bojinka" plans had been discovered,
the terrorist attacks were still being carried out. However irrational,
the authorities had to have known that the threat was obviously still
there.
Ramzi Yousef had claimed responsibility for the TWA-800 attack.
Normally, his claim might have been brushed aside as a self-aggrandized
fantasy. However, Yousef was believed to have successfully used an
experimental form of nitroglycerin in a test-bomb. The bomb was taped
under a seat on Philippine Air flight, killing a Japanese tourist,
while injuring 10 other passengers. Claims plus history, total
credibility.
In books such as "Politics of Terror" and "Others Unknown," Yousef was
connected to Cebu City, in the Philippines, as was Terry Nichols. In
the FBI "302" reports and the investigations conducted by McVeigh's
defense team, there are too many connections to ignore. The connection
to Abu Sayyaf and Murad was apparently not enough. While the threat was
clear, the FAA would not twist the arm of the airlines into upgrading
either airport security, or crew readiness. Again, Flight 8969 could
leave no doubt that the Kamikaze threat was quite real.
In the background, the airlines and government had adequate measures to
deal with 'conventional' extortion-type hijackings - but "Bojinka"
should have permanently changed the entire hijacking landscape. The
government should have taken over airport passenger screening; with the
screeners being legal residents - without a criminal history - and
well-trained.
Somehow, the obvious politics continue unnoticed. Most glaringly,
Congress had relieved the FAA of their mandate for safety; the 'big
business' connection has not been identified in its "Connected Crime"
context. Mysteriously, Congress won't change the law back, thereby
making the FAA a responsible agency. The FAA needs to be as liable for
safety as an airline company or a pilot.
Prior to 9-11, airport security had reached the point of being a joke.
One would think that the industry could no longer tolerate the
notoriety. In theory, the FAA should have been taking action against
the carriers' operation certificates. Instead, the FAA methodically
turned a blind eye to the issue.
Unknown to most is that the radical majority of security companies had
been merged into a handful of companies - and then sold to overseas
investors; not long before 9-11. The neo-feudalistic treatment of the
security screeners produced enormous profit margins. Airport security
deteriorated from being a joke, to being a bad joke. The public still
hasn't reached the point of announcing that they've had enough. A
prudent person might think that when it was discovered that neither
Congress nor the FBI could effect security enforcement, the panic
button would be pushed.
The FAA and airlines still maintain the traditional post-mortem
mentality; prevention is still not appropriately at the forefront.
There are relatively inexpensive measures available. Tickets purchased
by reservation only, would allow a background check on suspects or
criminal names, complete with mandatory identification in the form of
Social Security numbers, passport and visa numbers. Late ticket
purchase could be allowed, with additional cost for the accelerated
background check. Pre-registering for passengers could be set up with a
PIN number for authentication. Computerized (biometric) facial
identification is obviously under development; one day it will be
reliable.
Passengers should be required to pass two security points before
reaching the gate area, creating the time needed for any minor or
delayed discoveries. A rational and responsible final security 'green
light' needs to be accomplished at the gate.
At the screening point, two-axis x-rays should be made of the luggage.
Density and unique physical profiling should be done, visually and even
by computer imaging and screening.
Reliable chemical 'baggage sniffers' need to be developed, with prices
at pragmatic levels. These need to be installed at security check
points, and in the exhaust airstream of aircraft. Cargo aircraft alone,
already need such detection on a daily basis.
Belly hold-baggage and freight need to be carefully scrutinized with
greater sophistication. The FAA fines indicated that the FAA security
agents were not doing their job, prior to 9-11. The unknown factor of
the sky-marshals can also radically diminishes the chance of success.
At the expense of, perhaps $4,000 per airplane - on the outside - two
video cameras with 'night-vision' capability could be installed
specifically for monitoring aircraft cabins.
Beyond ticket price increases, a previous 10% tax on airline tickets
has previously resulted in a large aviation fund buildup. Now, the fund
should be a terrorist nightmare, by itself. Add the funding from the
head-charge for security.
If terrorism is to succeed, it should be clear that the
airlines,particularly, are now too high a risk for failure.
The world knows that the 9-11 attack on America has its roots in the
Afghan war. Osama Bin Laden received his training, experience and his
initial assets there. In the aftermath of the Afghan war, many Muslims,
probably thousands, were assisted in gaining residence / citizenship
for their support of the CIA efforts in Afghanistan. Beyond the Afghan
refugees, an unknown number of Kurds were also flown into the U.S., as
refugees from the Gulf War.
Prejudice being what it is, few questioned the role of the CIA in the
Afghan war. 'Intelligence' is one thing, war is another. Yet, in the
shadowed tradition of the secret war in Laos & Cambodia, the
U.S.
intelligence agency was essentially conducting a war against the
Russians.
Among other issues of that effort, comes the non-accountability of such
assets as the supply of Stinger missiles from the Afghan conflict.
In the background, the CIA has mysteriously evolved into a diplomacy
agency, attempting to settle the Palestinian issue to the satisfaction
of the Arab oil suppliers. Yes, something is terribly amiss in that
picture.
The first World Trade Center bombing was in 1993. The Muslim-terrorist
connection is well known. In the background of that effort was the bin
Laden terrorist effort, "Project Bojinka," targeting U.S. Airliners in
the Pacific. By accident, it was discovered in the Philippines in 1995,
and thwarted. The pertinent U.S. authorities were notified; note that
there was no significant warning to the American public - or pilots.
Again, one of the key players in "Project Bojinka" was Ramzi Yousef,
also one of those convicted in the first WTC bombing. Yousef, among
other things, told the FBI that his 'group' was responsible for the
downing of TWA-800 ["American Spectator" Sept. 1997]. That claim has
more than sufficient credibility to be taken very seriously.
While 'official' sources denied any criminal activity in TWA-800,
Yousef's claim has radically more merit and probability than the
nonsensical 'short-circuit' claim of the NTSB. The discovery of the
PETN traces indicate a U.S. military 2.75 inch solid rocket motor. The
alleged aircraft bomb-dog test doesn't hold water. The number of
witnesses who claimed to have seen a missile numbered in the hundreds.
There was too much evidence that TWA-800 was taken down by at least one
missile. Other than nonsensical theory, there was no evidence of the
center-wing fuel tank explosion as the initial event. The 'official'
proving theories and tests don't hold up under elementary scrutiny.
With the 'official' denial of criminal activity, key evidence remained
under unbreakable FBI lock-and-chains. To date, only strenuous legal
efforts have been able to get a small portion of the evidence released.
In brief, there is no shortage of protests documenting government
cover-up in the TWA-800 disaster - among others.
In the case of the Oklahoma City bombing, McVeigh's attorney turned up
frightening evidence of a middle-eastern connection - the "Bojinka"
players. His requests for further evidence were denied. The
introduction of the middle-eastern connection in court was stifled. The
forewarning by the BATF informant, Carol Howe was suppressed.
Now, with the facilitation of all agencies looking the other way,
America faces the aftermath of the 9-11 tragedy, which will forever
change the freedoms of America. The pre-written "9-11 ready" Patriot
Act converted American Constitutional rights to a 'situational' option,
as opposed to its previous universal American reality. For all intents
and purposes, the terrorists won.
The problem lies in the fact that the U.S. government did most of the
dirty work.
A relatively well-known GAO report to Congress slams the FAA for the
lax security standards. Part of the report was kept secret, as it
damnably quantified the risk to Americans - still no change. A recent
report, prior to 9-11, warned that such an event was imminent. Why was
there no significant warning? Why was there no stepped up security?
While the 'convenient' change to the federal law removed the FAA's
'official' responsibility for aviation safety, President Clinton's
"Presidential Decision Directive No. 39" made the FAA responsible for
notification of potential terrorist issues. In turn, FAR 108 made each
airline specifically responsible for security.
The Boston airport, in particular, has a prominent history of lax
security standards; what happened? The Boston airport launched Jane
Garvey's career as head of the FAA.
Three weeks before the 9-11 attack, the overseas papers quoted Bin
Laden as saying that a major strike against the USA was soon to come.
That's a lot of warning, by any standard. Bin Laden almost always
telegraphs a warning - he's not to be ignored. Sixty-minutes did a
report on the Afghan sentiments against the U.S., which telegraphed a
warning sixty days before the attack. Regardless of who
actually did the attack, there were timely and highly credible warnings
of an attack.
As time goes on, more-and-more reports are surfacing which
warned of
this attack. However horrible the thought is, it must be asked, "Why
were they ignored in the face of such historically clear, and even
imminent threat???" The intelligence community has never relied on
"specific" threats. Were that the case, there would be no intelligence
agency; a rookie cop could figure out "specific" threats.
Bear in mind that the FAA gave Bin Laden an engraved invitation with
their selective ignorance of airport security, defying Congress with
the GAO report, which cited the FAA and airline blatant failures. That
issue has no shortage of government and media documentation.
Following 9-11, the major airlines cited a phony bankruptcy likelihood.
Beneath that veneer, wouldn't talk about the associated holding company
which is sucking out all the real profit, while making it appear that
the airline is anything but at programmed risk. If there's an
associated airline holding company, it's prudent to look for a scam.
Terrorist, Ramzi Yousef, claimed his group was responsible for TWA-800.
Yet the FBI's Kallstrom said there was no evidence. So,
why did the FBI go fishing for Stinger remnants after the recovery
effort? Why won't the FBI release the materials they seized on TWA-800?
Even with all the warnings, there was no appreciable increase to
aircraft security. The FAA has a nifty set of "stall tactics;" there
was no appreciable increase anywhere. Rhetoric will be heard to the
effect of, "...changes were proposed." As usual, results were, and are,
as evasive as ever.
Mary Schiavo cited the instant legislation proposed to exempt American
& United from accounting for the deaths on the ground. It may
have
been introduced under the direct lobbying of the airlines, or the
'special' lobby which manipulates the FAA to spare the airlines such
costs as the lax airport security which brought us to this thread.
The role of the U.S. government acting as an 'insurer' is particularly
noteworthy. Anyone with a legitimate claim against the 9-11 airlines,
who would sign a release in protection of the airlines, was eligible to
receive approximately 1.6 million dollars - from the government! The
offer was even extended to same-sex relationships. That precedent
effected the U.S. government as endorsing same-sex relationships as a
bone fide 'marriage.' In this issue alone, the question of "WHY" is
huge. Added to the Government bailout of only the airline industry, the
probability narrows to the protection of Texas interests.
With the pre-existing horror of the superficial airport security,
versus the realistic threat, why would anyone hold the airlines
harmless, against their mandated sole responsibility for airport and
aircraft security? Except for corruption, it doesn't make sense. When
one considers the possibility/probability of corruption, it makes
perfect sense.
Each airline ticket contains a sizable tax, which is supposed to
prevent such disasters. Instead, the fund is either allowed to
accumulate (no doubt in favored banks) or is pillaged and/or spent on
indirect benefits to the airlines. Little of it gets spent for safety -
strange; or is it? The regulations / laws were there, millions were
made due to the FAA permitting the airlines to ignore those; the
airlines don't deserve a break.
Look for Norm Minetta to cover for the FAA.
Jane Garvey (FAA Administrator) knew the risk full well. Now, does she
deserve to answer to a criminal court? Would anyone settle for just a
U.S. Congress hearing?
One should note the New York Times catch of the FBI involvement in the first
WTC bombing. There was warning!
Perhaps the most important of the "smoking guns" is the statement to
Dan Rather - on 9-11 - that the FEMA team had arrived the night before.
Given the date of the statement, there is no denial available. There
should be no doubt that 9-11 was anything but a surprise.
The second most important "smoking gun" is the fact that bin Laden's
American family segment was immediately whisked to Texas for a few
days, then taken to either Boston or Washington D.C. to be put on a
private jet bound, presumably for Europe - with their brand new (May
2001) Swiss citizenship. The dates in the media accounts suggest that
their transport occurred prior to the lifting of the restriction on
private aircraft flights. In 1999, a CIA report indicated family
assistance in bin Laden's efforts, through a Cyprus bank.
In the background, the FAA allowed a smuggler's paradise to be built in
the new Guam airport terminal under Clinton. With "Project Bojinka" in
the immediate background; and the first terrorist attack on the World
Trade Center - there is no excuse. While "Project Bojinka" has been
known for 7 years, it was only recently illustrated that the World
Trade Center and the Pentagon were proposed targets of that plan - from
the beginning.
In the book, "Bin Laden: the Man Who Declared War on
America,"
Bodansky cites war-games conducted by Janet Reno, then head of the
Department of Justice. The war-games entailed a terrorist strike on New
York and Washington D.C. The scenario failed due to inter-agency
rivalry. Such is off-scale for coincidence.
Among others, former FAA security agent, Steve Elson, has had a crusade
against all of Washington D.C. on the lack of airport security. There
was warning galore - even from private individuals. Elson ensured that
there was no significant politician, nor office, who was not given
detailed briefings on the superficial airport/aircraft security - with
huge amounts of evidence illustrating the FAA criminal cover-up of the
issue. Even the mass media illustrated the huge gaps in security.
Again, Boston, in particular, has a terrible record for airport
security.
From what is presented, it appears that the hijackers slipped knives
past security - no big trick by the FAA 'special' standards. The
hijackings were done with teams of 4 or 5 per aircraft. Official
reports identified one passenger as being shot with a pistol - then the
reports disappeared.
Looking to what is known about the effort, the terrorists picked two
airlines, "United" (States) and "American." No doubt the names were
highly symbolic. The aircraft were just beginning their day's flying,
ensuring that they would depart on time. The day (Tuesday) reasonably
assured a low passenger count - least risk for passenger interference.
The originating airports and their destination ensured the high fuel
load.
The news footage of the WTC / Pentagon strikes strongly suggest that
the hijackers were skilled pilots, with a bias toward the 757 / 767.
Both aircraft had nearly identical cockpits and similar flying
characteristics. The WTC / Pentagon flying was that of a pilot who is
current at the controls of a simulator, with practice at hitting the
specific targets.
The flying exhibited exact planning, practice and recent proficiency.
At the airspeed of the strike, the eye-hand coordination demands would
be too high for casual flying skill - with, or without, an autopilot
engaged. At 290 knots, the individual towers and the front door of the
Pentagon are not that big a target.
It's highly probable - and already reasonably established - that
proficiency was acquired / maintained in a flight simulator facility,
offering airliner models with high-level graphics capability, with the
WTC & the Pentagon in the visual data-base. It's unlikely that
a
program such as "Microsoft Flight Simulator" could account for the
flying skills exhibited. Three centered strikes are too much for the
probability of adrenalin accounting for the accuracy of the strikes.
Relative to the FAA disregard for safety, evidenced by the GAO report
on lax airport security, as well as other legitimate complaints -
somebody needs to get the FAA honest. We're very likely to see this
again.
The tragedy of Swiss Air 111 illuminated the FAA record for
methodically overlooking the aircraft wiring issue. Backing the FAA was
a Clinton's Presidential Executive Order 12866 - "If it costs the
airline money - don't enforce it." Behind that was a change in U.S.
Law, 'conveniently' relieving the FAA of the responsibility for
aviation safety. The setup was nothing less than methodical.
The FAA has also knowingly permitted a flimsy cockpit door design on
aircraft which couldn't keep anybody out. The airline industry has had
cockpit break-ins before, by sky-ragers; this isn't anything new. In
one instance, a deranged passenger was murdered by the passengers - yet
no change was to come.
Historically, the threat to a flight attendant or a passenger's life
was sufficient to open the cockpit door - that may have now changed
forever. Although a bit drastic, alternate methods are available for
dealing with a threatened flight attendant or passengers life.
Returning to the terrorist issue, one should give notice, that in the
history of bombings against the USA, there have been warnings galore in
the newspapers, etc, but the security agencies always get surprised.
Americans should notice that there have been no changes - until AFTER
this disaster.
While the 9-11 terrorist operation was reasonably involved, the
greatest probable sophistication was in keeping the pilot's skills up
to the needed proficiency, and certainly the timing.
Complexity kills operations such as this, thus it is more probable that
the terrorists kept it as simple as possible, with a fair amount of
money behind them. The FAA track record on airport security is a joke.
The security penetration was probably quite easy.
The Muslim devotion to Islam far exceeds any other loyalty. While
Americans are pandered the idealism of the equality issue, tribalism
will always rule the planet. Reverse prejudice illuminates that truth
in the USA.
With some good propaganda, the terrorists prostitute Islam to produce
the tribalism we saw on the eleventh of September, probably taking a
lesson from the Crusades. It is, however, important to separate true
Muslims from the fanatics and terrorists.
In a sentence, radical changes are long overdue. It's time for America
to demand their fundamental right to life, in addition to the freedoms
guaranteed by our Constitution. Persecuting the terrorist organizations
only treats the symptoms.
Despite the undeniable horror of the 9-11 attacks, it knowingly began
with our own government agencies and our own Congress. The issue isn't
about apportioning blame, it's in the implementation of the known and
needed repair - at home. For starters, Congress needs to reverse the
law, making the FAA responsible for safety; then ensuring that the FAA
complies with that law.
Permitting airlines or airports to maintain their own security is
paramount to a prison system based on the "honor" system. That
statement is not an exaggeration.
The "60-Minutes" segment, aired on 9-16-01, detailed the methodical
gaps in security as well. The actions were criminal, yet the FAA did
nothing worth mentioning. Nor, would any law enforcement agency get
involved in the obvious criminal negligence, whether the airlines,
security companies or the FAA. Previous criminal charges against the
security contractors didn't affect anything appreciable in the FAA
system. Even after 9-11, no significant charges were brought against
the security companies. However, their contracts were allowed to be
extended!
Before the first rescue centers were set up, the airlines were lobbying
for multi-billion dollar grants and interest-free loans. Legislation
was requested to exempt the responsible airlines from civil litigation.
These were the companies who knowingly delivered the avenue and means
for the mass murders - knowingly facilitated by the FAA.
America is now taught to feel sorry for the airlines who are in serious
financial trouble. America has been conditioned to NOT question the
financial history or interaction between the airlines and any
associated holding / parent company, where ample money is quite likely
to be found; or passed further down the line to dedicated recipients.
The threat was well-known; this horror could have been
prevented.
With the Congressional changes to Federal Law, Clinton's Presidential
Executive Order 12866 and the FAA history of maximizing corporate
profits over safety, it was all but guaranteed, in some fashion.
History warned us, as did the media; this didn't need to happen.
So long as the security changes remain woefully inadequate, it will
happen again!
(Original URL here)
http://home.comcast.net/~skydrifter/redux.htm
also see...
THE MYSTERY OF THE WTC COLLAPSE
9/11
