FAA:2001

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Main article: FAA:Timeline

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Q1

January-August 2001: Airlines Receive FAA Warnings, But Later Claim They Were Given No Real Hints of Possible Terrorist Attacks

The FAA gives 15 warnings to domestic airlines between January and August 2001, but about one general security warning a month had been common for a long time. [CNN, 5/17/2002] Even a government official later calls the content of these 15 warnings “standard fare.” [MIAMI HERALD, 5/17/2002] As one newspaper later reports, “there were so many [warnings] that airline officials grew numb to them.” [ST. PETERSBURG TIMES, 9/23/2002] In May 2002, in response to recent revelations about what was known before 9/11, the major airlines will hold a press conference claiming they were never warned of a specific hijacking threat, and were not told to tighten security. For instance, an American Airlines spokesman states that the airline “received no specific information from the US government advising the carrier of a potential terrorist hijacking in the United States in the months prior to September 11, 2001. American receives FAA security information bulletins periodically, but the bulletins were extremely general in nature and did not identify a specific threat or recommend any specific security enhancements.” [MIAMI HERALD, 5/17/2002] Bush administration officials later state that the terror information they are receiving is so vague that tighter security does not seem required. [ASSOCIATED PRESS, 5/18/2002] However, it seems that even these general warnings are never passed on to airline employees. Rosemary Dillard, a supervisor for American Airlines, states, “My job was supervision over all the flight attendants who flew out of National, Baltimore, or Dulles. In the summer of 2001, we had absolutely no warnings about any threats of hijackings or terrorism, from the airline or from the FAA.” [NEW YORK OBSERVER, 6/20/2004] The content of these seemingly harmless warnings remain classified after 9/11. They are said to be exempted from public disclosure by a federal statute that covers “information that would be detrimental to the security of transportation if disclosed.” [NEW YORK OBSERVER, 6/20/2004] Entity Tags: American Airlines, Bush administration, Federal Aviation Administration, Rosemary Dillard Timeline Tags: Complete 911 Timeline

January-February 2001: Flight School’s Repeated Warnings About Hijacker Hanjour Ignored by FAA

Hani Hanjour, from a 2000 US visa application. [Source: 9/11 Commission] In January 2001, the Arizona flight school JetTech alerts the FAA about hijacker Hani Hanjour. No one at the school suspects Hanjour of terrorist intent, but they tell the FAA he lacks both the English and flying skills necessary for the commercial pilot’s license he has already obtained. For instance, he had taken classes at the University of Arizona but failed his English classes with a 0.26 grade point average. A JetTech flight school manager “couldn’t believe he had a commercial license of any kind with the skills that he had.” A former employee says, “I’m still to this day amazed that he could have flown into the Pentagon. He could not fly at all.” They also note he is an exceptionally poor student who does not seem to care about passing his courses. [NEW YORK TIMES, 5/4/2002; CBS NEWS, 5/10/2002] An FAA official named John Anthony actually sits next to Hanjour in class and observes his skills. He suggests the use of a translator to help Hanjour pass, but the flight school points out that goes “against the rules that require a pilot to be able to write and speak English fluently before they even get their license.” [ASSOCIATED PRESS, 5/10/2002] The FAA verifies that Hanjour’s 1999 pilot’s license is legitimate (see April 15, 1999), but takes no other action. However, his license should have been rejected because it had already expired in late 1999 when he failed to take a manadatory medical test. [ASSOCIATED PRESS, 9/15/2001; CBS NEWS, 5/10/2002] An Arizona FAA inspector later says, “There should have been a stop right then and there.” He will claim that federal law would have required Hanjour to be re-examined. [ASSOCIATED PRESS, 6/13/2002] In February, Hanjour begins advanced simulator training, “a far more complicated task than he had faced in earning a commercial license.” [NEW YORK TIMES, 6/19/2002] The flight school again alerts the FAA about this and gives a total of five alerts about Hanjour, but no further action on him is taken. The FBI is not told about Hanjour. [CBS NEWS, 5/10/2002] Ironically, in July 2001, Arizona FBI agent Ken Williams will recommend in a memo that the FBI liaison with local flight schools and keep track of suspicious activity by Middle Eastern students (see July 10, 2001). Entity Tags: Federal Aviation Administration, Federal Bureau of Investigation, John Anthony, Pentagon, Hani Hanjour, JetTech Timeline Tags: Complete 911 Timeline, 9/11 Timeline

March 2001: Former Air Traffic Controler Offered Position of National Operations Manager; Only Begins Job on September 11 Ben Sliney, a former air traffic controller and FAA manager who has been working as a lawyer in the private sector for many years, is offered the position of national operations manager at the FAA’s Command Center in Herndon, Virginia. The offer is made by Jack Kies, the FAA’s manager of tactical operations. Sliney agrees to return to the FAA but asks to work first as a traffic management specialist at the Command Center, to learn the learn the operational details of the center from the ground up. After six months, Kies will again approach Sliney and offer him the job of national operations manager, and Sliney will accept it. His first day in the post will in fact be September 11. [SPENCER, 2008, PP. 1-2] Entity Tags: Ben Sliney, Jack Kies, Federal Aviation Administration Timeline Tags: Complete 911 Timeline

March-May 2001: FAA Briefs Airports on Security; They Cite, Then Dismiss Possibility of Planes as Weapons A series of top-secret security briefings are given to airport officials at the top 19 airports in the US. The airports warned include those at Boston, Washington, and Newark, which are eventually used by the hijackers. A 9/11 Commission Report on this later notes, “The briefings highlight the threat posed by terrorists in general and bin Laden in particular, including his threats against aviation. The renewed interest in hijacking by terrorist groups [is] also covered.” The briefings note that if “the intent of the hijacker is not to exchange hostages for prisoners, but to commit suicide in a spectacular explosion, a domestic hijacking would probably be preferable.” But they also note that such a hijacking would be harder to carry out. Around the same time, the FAA distributes an unclassified CD-ROM presentation to airlines and airports. “The presentation cite[s] the possibility that terrorists might conduct suicide hijackings but state[s]: ‘Fortunately, we have no indication that any group is currently thinking in that direction.’” This briefing and presentation doesn’t lead to any upgrade in security or improved passenger screening at the airports. Apparently, the information isn’t widely shared with pilots, flight attendants, passenger screeners, and the like, and it doesn’t lead to any specific FAA advisories or actions. [NEW YORK TIMES, 2/10/2005; NEWSDAY, 2/11/2005; NEW JERSEY STAR-LEDGER, 2/11/2005] For instance, Dave Machett, a pilot who is president of the grassroots organization Airline Pilots Security Alliance, says that “Not one word” reached the pilots. “The flight crews were kept completely in the dark about this growing threat.” [NEWSDAY, 2/11/2005] 9/11 Commissioner Tim Roemer comments, “The FAA deserves to be raked over the coals for ignoring the warnings and being more concerned about reducing air traffic congestion than dealing with possible terrorist attacks.” [NEW JERSEY STAR-LEDGER, 2/11/2005] Entity Tags: Osama bin Laden, Federal Aviation Administration, Tim Roemer, Dave Machett Timeline Tags: Complete 911 Timeline

April 1, 2001-September 10, 2001: Nearly Half of FAA’s Daily Intelligence Summaries Mention Bin Laden or Al-Qaeda; No Action is Taken In 2005 (see February 10, 2005), it will be revealed that of the FAA’s 105 daily intelligence summaries between these dates, 52 mention bin Laden, al-Qaeda, or both. Most of the mentions are “in regard to overseas threats.” None of the warnings specifically predict something similar to the 9/11 attacks, but five of them mention al-Qaeda’s training for hijackings and two reports concern suicide operations unconnected to aviation. [ASSOCIATED PRESS, 2/11/2005] One of the warnings mentions air defense measures being taken in Genoa, Italy, for the July 2001 G-8 summit to protect from a possible air attack by terrorists (see July 20-22, 2001). However, the New Jersey Star-Ledger is virtually the only newspaper in the US to report this fact. [NEW JERSEY STAR-LEDGER, 2/11/2005] Despite all these warnings, the FAA fails to take any extra security measures. They do not expand the use of in-flight air marshals or tighten airport screening for weapons. A proposed rule to improve passenger screening and other security measures ordered by Congress in 1996 has held up and is still not in effect by 9/11. The 9/11 Commission’s report on these FAA warnings released in 2005 (see February 10, 2005) will conclude that FAA officials were more concerned with reducing airline congestion, lessening delays, and easing air carriers’ financial problems than preventing a hijacking. [ASSOCIATED PRESS, 2/11/2005] The FAA also makes no effort to expand its list of terror suspects, which includes only a dozen names by 9/11 (see April 24, 2000). The former head of the FAA’s civil aviation security branch later says he wasn’t even aware of TIPOFF, the government’s main watch list, which included the names of two 9/11 hijackers before 9/11. Nor is there any evidence that a senior FAA working group responsible for security ever meets in 2001 to discuss “the high threat period that summer.” [NEW YORK TIMES, 2/10/2005] Entity Tags: Osama bin Laden, Federal Aviation Administration, 9/11 Commission, US Congress, Al-Qaeda Timeline Tags: Complete 911 Timeline

April 18, 2001: FAA Warns Airlines About Middle Eastern Hijackers The FAA sends a warning to US airlines that Middle Eastern militants could try to hijack or blow up a US plane and that carriers should “demonstrate a high degree of alertness.” The warning stems from the April 6, 2001, conviction of Ahmed Ressam over a failed plot to blow up Los Angeles International Airport during the millennium celebrations. This warning expires on July 31, 2001. [ASSOCIATED PRESS, 5/18/2002] This is one of 15 general warnings issued to airlines in 2001 before 9/11 (see January-August 2001), but it is more specific than usual. [CNN, 3/2002; CNN, 5/17/2002] Entity Tags: Federal Aviation Administration, Los Angeles International Airport, Ahmed Ressam Timeline Tags: Complete 911 Timeline

May 1, 2001-September 11, 2001: FAA Briefs Airlines on Security, But Only About Overseas Threats The FAA conducts 27 briefings for airline companies in this time period. However, each briefing only addresses hijacking threats overseas. This is despite the fact that from March to May, the FAA conducted briefings for US airports that raised concerns about hijackings in the domestic US, and even told airports that if hijackers wanted to end a hijacking with a suicidal “spectacular explosion” it would make more sense to do it in the domestic US (see March-May 2001). Also during roughly the same May to September time period, about half of the FAA’s daily intelligence briefings mention bin Laden or al-Qaeda, and one of those specifically referred to an al-Qaeda plot using planes as weapons. Even though some of these mentions are connected to domestic threats, airlines are only briefed about the overseas threats (see April 1, 2001-September 10, 2001). [NEW JERSEY STAR-LEDGER, 2/11/2005; NEWSDAY, 2/11/2005] Entity Tags: Federal Aviation Administration, Al-Qaeda, Osama bin Laden Timeline Tags: Complete 911 Timeline

Summer 2001: Military Plans Reducing Domestic Air Defenses Still Further During this period, apparently, there are only 14 fighter planes on active alert to defend the continental United States (and six more defending Canada and Alaska). [BERGEN RECORD, 12/5/2003] However, in the months before 9/11, rather than increase the number, the Pentagon is planning to reduce the number still further. Just after 9/11, the Los Angeles Times will report, “While defense officials say a decision had not yet been made, a reduction in air defenses had been gaining currency in recent months among task forces assigned by [Defense Secretary Donald] Rumsfeld to put together recommendations for a reassessment of the military.” By comparison, in the Cold War atmosphere of the 1950s, the US had thousands of fighters on alert throughout the US. [LOS ANGELES TIMES, 9/15/2001] In fact, there will be high level military discussions as late as September 8, 2001, where the option of eliminating the bases altogether is considered (see September 7-8, 2001). As late as 1998, there were 175 fighters on alert status. [BERGEN RECORD, 12/5/2003] Also during this time, FAA officials try to dispense with “primary” radars altogether, so that if a plane were to turn its transponder off, no radar could see it. NORAD rejects the proposal [AVIATION WEEK AND SPACE TECHNOLOGY, 6/3/2002] Entity Tags: Federal Aviation Administration, US Department of Defense, Donald Rumsfeld Timeline Tags: Complete 911 Timeline

(June 2001): FAA Committee Prepares to Change ‘Preemptive Surrender’ Approach to Hijackings In response to some hijacking incidents abroad, an FAA advisory committee looks at the FAA’s longstanding “preemptive surrender” approach regarding the response to attempted hijackings. [FREEDOM DAILY, 12/7/2005] This policy, called the Common Strategy, teaches “flight crews that the best way to deal with hijackers [is] to accommodate their demands, get the plane to land safely, and then let law enforcement or the military handle the situation,” according to the 9/11 Commission. [9/11 COMMISSION, 7/24/2004, PP. 85] Less than three months before 9/11, the FAA advisory committee decides to upgrade the training manuals and official guidance for responding to hijacking attempts. The updated materials are to be available some time in the fall of this year. FAA official Mike Morse says the new scenario prepared for in training “will be one involving a team of hijackers with a higher degree of sophistication and training.” In addition, the scenario will “replicate what we’ve faced in some of the international hijackings abroad in recent years.” [FREEDOM DAILY, 12/7/2005] An exercise to study the new policy will take place during the summer (see Summer 2001). Entity Tags: Mike Morse, Federal Aviation Administration Timeline Tags: Complete 911 Timeline

June 1, 2001: Revised Hijacking Procedure Outlines Defense Department Responsibilities A military instruction is issued by the chairman of the Joint Chiefs of Staff, outlining the procedure for dealing with hijackings within the United States. The instruction, titled “Aircraft Piracy (Hijacking) and Destruction of Derelict Airborne Objects,” states that “the administrator, Federal Aviation Administration (FAA), has exclusive responsibility to direct law enforcement activity related to actual or attempted aircraft piracy (hijacking) in the ‘special aircraft jurisdiction’ of the United States. When requested by the administrator, Department of Defense will provide assistance to these law enforcement efforts.” It adds that the National Military Command Center (NMCC) within the Pentagon “is the focal point within Department of Defense for providing assistance. In the event of a hijacking, the NMCC will be notified by the most expeditious means by the FAA. The NMCC will, with the exception of immediate responses as authorized by reference d, forward requests for DOD assistance to the secretary of defense for approval.” [US DEPARTMENT OF DEFENSE, 6/1/2001 ] Some will later assume that this requirement for defense secretary approval was new with this instruction. [NEW YORK OBSERVER, 6/20/2004] But it has in fact been a requirement since 1997, when the previous instruction was issued, if not earlier. [US DEPARTMENT OF DEFENSE, 7/31/1997 ] Although the defense secretary has this responsibility, the 9/11 Commission will conclude that, on the day of 9/11, the “secretary of defense did not enter the chain of command until the morning’s key events were over.” [9/11 COMMISSION, 7/24/2004, PP. 15 ] Secretary of Defense Donald Rumsfeld will later incorrectly claim that, up to 9/11, terrorism and domestic hijackings were “a law enforcement issue.” [9/11 COMMISSION, 3/23/2004; PBS, 3/25/2004; US DEPARTMENT OF DEFENSE, 6/14/2005] Entity Tags: National Military Command Center, US Department of Defense, Donald Rumsfeld, Federal Aviation Administration Timeline Tags: Complete 911 Timeline

Summer 2001: FAA Participates in Exercise Based around Hijacking of a Boeing 767 The FAA takes part in a training exercise based around the hijacking of a Boeing 767, the same kind of aircraft as those that hit the Twin Towers on 9/11. The exercise is conducted as part of efforts to update the strategy for dealing with hijackings. Its participants include the FAA, the FBI’s Miami field office, Miami-Dade County Police Department, a SWAT team, and Varig Airlines, and it utilizes a 767. Further details are unknown, but the hijacking exercise presumably takes place somewhere in the Miami area of Florida. [9/11 COMMISSION, 9/15/2003, PP. 6 ] Entity Tags: FBI Miami Field Office, Federal Aviation Administration, Miami-Dade County Police Department, Varig Airlines Timeline Tags: Complete 911 Timeline

Late June 2001: FAA Disregards Recommended Antiterrorist Measures Counterterrorism “tsar” Richard Clarke gives a direct warning to the FAA to increase security measures in light of an impending terrorist attack. The FAA refuses to take such measures. [NEW YORKER, 1/14/2002] Entity Tags: Richard A. Clarke, Federal Aviation Administration Timeline Tags: Complete 911 Timeline

Q3

Main article: FAA:Q3 2001

Q4

November 2001-May 2002: FAA New York Center Submits ‘Formal Accident Package’ for 9/11 Attacks, but Leaves out Tape of Controllers’ Accounts

The FAA’s New York Center submits a “formal accident package” of evidence relating to the 9/11 attacks to FAA headquarters in Washington, DC, but a manager at the center deliberately excludes from it an audio tape on which several air traffic controllers recalled their experiences with the hijacked aircraft. [US DEPARTMENT OF TRANSPORTATION, 5/4/2004 ; WASHINGTON POST, 5/6/2004] This tape was created on September 11, shortly after the attacks occurred, when six controllers at the New York Center who communicated with, or tracked, two of the hijacked aircraft were recorded giving their personal accounts of what happened (see 11:40 a.m. September 11, 2001). [WASHINGTON POST, 5/6/2004] The tape was then logged into the center’s formal record of evidence. [US DEPARTMENT OF TRANSPORTATION, 5/4/2004 ] Evidence Package Required for Air Accidents - FAA policy requires that a formal accident package be provided for all aircraft accident investigations, including military investigations, when FAA air traffic facilities were, or may have been, involved in the accident. A formal accident package must include “all pertinent records, personnel statements, transcriptions of voice recordings, charts, operation letters, letters of agreement, and facility memoranda.” [FEDERAL AVIATION ADMINISTRATION, 8/16/2000 ] Kevin Delaney, the New York Center’s quality assurance manager, has had an argument with FAA headquarters over whether the events of 9/11 should be declared an aircraft accident or an incident. Less information needs to be provided in an incident package than in an accident package. But as the 9/11 attacks are deemed an accident, Delaney is supposed to provide the names of everyone involved in them, including those that died at the World Trade Center. He must also provide transcripts and other information relating to the status of the aircraft involved, which would not be included in an incident package. [9/11 COMMISSION, 9/30/2003 ] Package Returned for Extra Work - The New York Center submits its formal accident package to FAA headquarters in November 2001, but the package is returned to the center the following month for additional work. It is re-sent and finalized in May 2002. Delaney Decides to Omit Tape - The formal accident package includes written statements about the 9/11 attacks that have been provided by controllers whose accounts were recorded on the audio tape (see (Between September 11 and October 2, 2001)). But Delaney makes a conscious decision not to also include that tape in the package. His reason for this, he will later say, is that including it would mean losing control of the tape, thereby being unable to keep a promise he made to the National Air Traffic Controllers Association that he would “get rid of” it (see October 2001-February 2002). At some point after the initial submission of the package, between December 2001 and February 2002, Delaney deliberately destroys the tape of the controllers’ statements (see Between December 2001 and February 2002). [US DEPARTMENT OF TRANSPORTATION, 5/4/2004 ] Entity Tags: New York Air Route Traffic Control Center, Kevin Delaney, Federal Aviation Administration Timeline Tags: Complete 911 Timeline, 9/11 Timeline

November 23, 2001: Report Suggests Hijackers Snuck into Cockpits The Boston Globe reports information strongly suggesting that at least one hijacker was inside each of the cockpits when the hijackings began. An airplane captain theorizes how they took control: “The most likely scenarios are something that was swift, where the pilots couldn’t have changed their transponder code and called the controllers. You think four times in one morning one of those crews would have done that. That means they had to be upon them before they could react.” On practice flights before 9/11, the hijackers repeatedly obtained access to cockpits by various methods. Perhaps the most important method was jumpseating, which allows certified airline pilots to use a spare seat in the cockpit when none is available in the passenger cabin. Airlines reciprocate to help pilots get home or to the city of their originating flight. Officials say they do not believe any of the hijackers were jumpseating on 9/11 despite media reports to the contrary. However, since 9/11 the FAA has banned the practice unless a pilot works for the airline in whose cockpit that person wants to ride. [BOSTON GLOBE, 11/23/2001] The 9/11 Commission later concludes that the hijackers didn’t use jumpseating because they couldn’t find any paperwork relating to jumpseat requests. Entity Tags: Federal Aviation Administration, 9/11 Commission Timeline Tags: Complete 911 Timeline, 9/11 Timeline