Did NORAD ‘Conspire’ on 9/11?

FORWARD: The recent 10th anniversary of 9/11 once again gave rise to questions about NORAD’s role and performance during the attacks and to the now-familiar conspiracy theories.

Hence this writing.

===

The North American Aerospace Defense Command (NORAD) was officially established on Sept. 12, 1957, during the Cold War—during the “innocent years.”

A couple of weeks before, the Soviet Union had announced the successful launch of a multi-stage ballistic missile.

Less than a month later the Soviet Union launched Sputnik I, the first man-made satellite.

Still these were the “innocent years.”

The mission of NORAD then and for the next several years was to protect the North American continent against an attack that used strategic bombers—the “air-breathing threat.”

The mission of NORAD then was to detect, identify, intercept and destroy any such aircraft that penetrated the Air Defense Identification Zone (ADIZ) with hostile intentions.

As the threat evolved, NORAD’s charge also expanded to include the monitoring of man-made objects in space and the detection, validation, and warning of attack against North America whether by aircraft, missiles, or space vehicles and “ensuring air sovereignty and air defense of the airspace of Canada and the United States.”

To provide the eyes and ears against such attacks, the U.S. and Canada gradually built around their peripheries and, subsequently, in faraway places such Diyarbakir, Turkey and Fylingdales Moor, Great Britain, a network of ground-based radars and sensors, airborne radar, communications and command and control systems to detect, identify and track the various threats. NORAD also had at its command fleets of fighter-interceptors to engage and, if necessary, destroy any enemy aircraft.

These were initially simple conventional radars, sensors and control systems aboard Navy “Picket Ships,” the famous offshore “Texas Towers” and Air Force and Navy Airborne Early Warning and Control aircraft. Systems with names such as the Pinetree Line, DEW (Distant Early Warning Line), SAGE (Semi-Automatic Ground Environment System) and, later, BMEWS (Ballistic Missile Early Warning System), SPADATS (Space Detection and Tracking System), etc.— names which indicate their missions.

These systems were later replaced or upgraded to include defense against sea-launched ballistic missiles and space-based systems, to detect and provide timely warning of missile and spacecraft launches.

These systems—all feeding into the NORAD Cheyenne Mountain Complex—however, had one thing in common: They were spread around the periphery of the U.S. (and the North American Continent) “looking outward” or “facing outward,” towards the Soviet Union, towards any other potential enemy and into space, focusing on the external threat. This is not to say that NORAD didn’t have or would not acquire additional responsibilities with respect to U.S. and Canadian airspace. Yet, conspiracy theorists would later mischaracterize these fundamental features of the system to support their “theories.”

Gradually—and still before 9/11— NORAD was assigned additional missions and responsibilities. Among these, the support of counter-drugs operations, including the tracking of small aircraft entering or operating within the U.S. and Canada. Commercial aircraft were not perceived to be threat during the innocent years.

Interestingly, only three months before 9/11, the Chairman of the Joint Chiefs of Staff issued Joint Staff Instruction CVJCSI 3610.01A, applying to the U.S. element of NORAD, on how to deal with “AIRCRAFT PIRACY (HIJACKING) AND DESTRUCTION OF DERELICT AIRBORNE OBJECTS.”

The instruction specifies that NORAD will provide “escort service” when requested by “the FAA Hijack Coordinator,” and specifically excludes the “use of military aircraft (fixed-wing or helicopter) or other vehicles as platforms for gunfire or the use of other weapons against suspected hijackers.”

The FAA with its sophisticated network of hundreds of radars and air traffic control systems has the equipment, capabilities and responsibility for tracking, controlling and coordinating the thousands of aircraft flying the U.S. skies. (The morning of Sept. 11, “there were more than 4,500 aircraft in the air on Instrument Flight Rules flight plans”).

NORAD and our military kept our country safe during the dangerous Cold War years. I have repeatedly called these years the “innocent years” because neither our government, nor NORAD, nor the FAA, nor the American people were prepared for the unprecedented, depraved events of Sept. 11, 2001—albeit many would argue that we should have been.

September 11, a day when NORAD was not actively tracking or controlling American Airlines Flight 11, a Boeing 767 with 92 people on board that took off from Boston Logan airport at 7:59 a.m., destination Los Angeles. Nor United Airlines Flight 175, nor American Airlines flight 77, nor United Airlines flight 93…

A day when, according to FAA records, at 8:38 a.m.—39 minutes after American Airlines Flight 11 departed Boston—the FAA notified NORAD about the suspected hijacking of American Flight 11, the flight which only 8 minutes later—at 8:46 a.m.—would crash into the north tower of the World Trade Center.

A day when, according to later FAA statements, it “alerted NORAD to the hijacked Flight 175 at just about the same time it was crashing into the World Trade Center’s South Tower” and a day when “the FAA notified NORAD of the missing – not hijacked – Flight 77 three minutes before it struck the Pentagon. NORAD received no warning of the hijack of United Flight 93 until three minutes after it had crashed in Pennsylvania.”

Some claim that part of NORAD’s mission statement, “ensuring air sovereignty and air defense of the airspace of Canada and the United States,” gave NORAD the authority and responsibility to intercept and destroy such hijacked aircraft, notwithstanding the JCS instruction. Even if fighters had been able to intercept the hijacked airplanes, not knowing the intentions of its fanatic, murderous, suicide hijackers, what would they have done? What could they have done? It wasn’t until all four hijacked aircraft had crashed that NORAD received the (vice-presidential) authorization to shoot down “any threatening aircraft in order to save lives on the ground.”

There are literally hundreds, if not thousands, of 9/11 conspiracy stories—many blaming NORAD for failing to prevent or mitigate the 9/11 tragedy.

Some claim that NORAD, while having the capability of locating and intercepting the hijacked aircraft on 9/11, deliberately issued a “stand down order” or deliberately scrambled fighters late to allow the hijacked airplanes to reach their targets without interference, evidence of a Bush administration conspiracy.

This, notwithstanding the fact that the U.S. government has released tapes indicating that the FAA did not tell the military about the hijackings until three of the four planes had crashed.

Of course, things changed for all of us and for NORAD on 9/11. NORAD now has the responsibility for monitoring all aircraft flying within U.S. airspace and for the oversight of Operation Noble Eagle which, among other measures, includes flying of combat air patrol missions in U.S. airspace.

And, of course, conspiracy theories and the blaming of NORAD will continue.

By Googling “ NORAD and 9/11,” one can pick his or her favorite theory from among a thousand such damning stories about our military and our government.

All I can say—as someone who, for over half of his Air Force career, flew with dedicated men and women many precarious missions aboard those Early Warning and Control aircraft, or who was “buttoned up” in one of those Air Defense “blockhouses” and bunkers, including the mighty Cheyenne Mountain NORAD complex—is that every one of these men and women dedicated their days and nights and holidays, their careers, to keeping our country safe and would have done anything and everything to prevent 9/11.

For a factual, professional coverage of the military’s and NORAD’s response on 9/11, please read Aviation Week & Space Technology’s “Exercise Jump Starts Response to Attacks.

Also, please view:

And other “Debunking every single 9/11 conspiracy theory, one at a time” videos.

Additional sources:

http://www.norad.mil/about/NORAD%20History_ENGLISH.pdf

http://www.norad.mil/about/history.html

http://www.norad.mil/news/2007/042507.html

http://www.dtic.mil/doctrine/jel/cjcsd/cjcsi/3610_01a.pdf

http://www.faa.gov/about/history/media/FAA%20Remembers%20Key%202011%20Anniversaries.pdf

http://en.wikipedia.org/wiki/9/11_conspiracy_theories#Air_Defense_Stand_Down_Theory

http://en.wikipedia.org/wiki/9/11_conspiracy_theories#cite_note-Powell-84

CODA: This article is dedicated to my OCS classmates who either as enlisted or commissioned served their country in the Air Defense Command and NORAD, especially those who had to endure assignments on the Texas Towers and in places such as Shemya, Alaska; Thule, Greenland; Diyarbakir, Turkey; etc.

  

Author: DORIAN DE WIND, Military Affairs Columnist

Share This Post On

8 Comments

  1. Thanks Dorian. There have always been people ready to embrace a conspiracy or anti-anything theory. Did you hear about Atlantis/

  2. dduck says:

    “Did you hear about Atlantis/”

    No, but what makes me think I am being “suckered in”?

  3. No, just figured there must be a conspiracy/extra terrestrial being theory out there.

  4. Covering up our defense incompetence with silly conspiracy theories don’t work for me. Any fool could tell you before 911 that crashing airplanes into big buildings would make an horrendous terrorist attack. People in Aviation talked about the possibility all the time.

    Before 911, the Republican party consistently rejected calls for better funding to increase airport security. Their point of view was; “Let the industry regulate itself and keep government out of it”.

    Before 911, flying with the cockpit door open on an airliner was very common. I remember watching the instrument panel from seat 2A on a Delta MD80 from Atlanta to Kansas City at night in bad weather nearly the whole flight. I remember it because the co-pilot hand flew the airplane and I don’t think the heading indicator drifted more than a degree the entire trip. I was impressed. So I don’t think the “industry” knew what they were doing regarding security. I don’t think they knew the threat, probably because they thought government had security under control. Unfortunately government didn’t because in reality airport security was not funded very well. Reducing customer inconvenience to promote the industry was the theme, thanks to Republican influence on the issue.

    So I have another conspiracy. Why all these childish conspiracy theories? May I suggest that they exist, at least in part, to cover up the real failure of government. That being the conscious decision to choose business over human lives in yet another money gamble.

  5. Shaun, thanks for your comments and especially for the Vanity Fair article.
    I am going to have to agree with you on a couple of things and respectfully disagree on a couple of others.
    I fully agree that there was no NORAD—or any other—conspiracy.
    “Cover-up”? I don’t see why NORAD or the military needed to cover up anything. If anyone did, that was stupid, because NORAD/NEADS responded fully within criteria that may have been even remotely applicable before 9/11.
    “Multiple failings”? I don’t know about NORAD/NEADS–perhaps confusion. If there were any failings, they certainly were on the part of the FAA.
    Please take a look at the timeline of AA Flight 11:
    7:59 a.m. ET: Flight 11 departs Boston Logan airport
    8:14 a.m. Flight 11 is hijacked
    23 minutes later, at 08:37:52 FAA notifies NEADS that Flight 11 has been hijacked
    8 minutes later, at 8:46 Flight 11 slams into the north tower of the World Trade Center.
    Now, NORAD fighters were normally on 15-minute alert and even post 9/11, a scramble might take 8 minutes. Thus by the time a “normal” scramble could have taken place Flight 11 hit the WTC.
    But as so happens, at 08:40, less than three minutes, repeat, less than three minutes after NEADS is notified by Boston Center, “At Otis Air National Guard Base, the pilots are in their jets, straining at the reins.”

    Because the hijackers have turned off’/disabled the transponders, NEADS can’t find the hijacked aircraft on their scopes—information they need to vector the fighters.

    Nevertheless, at 08:46, ‘within the same minute as American 11 hits the tower… Colonel Marr and General Arnold having approved Nasypany’s order to scramble the fighters. The pilots taxi out and fire the afterburners as the planes swing onto the runway.”

    They were airborne at 08:52

    If the FAA had given NEADS the location of flight 11 at the time (near the WTC), it would have taken the F-15s about 11 minutes to get there at full throttle. That would have been at 09:03, 17 minutes after Flight 11 slammed into the WTC.

    We can go through similar timelines and scenarios for the other flights.

    NORAD/NEADS may have been hard-pushed and hampered by red tape and regulations during 9/11, but that is a far stretch from claiming that there were “multiple failings” on the part of the military. In my opinion, they acted professionally and responsibly.

  6. Yup…………………

  7. dduck says:

    Yup…………………

    I take that to be shorthand for “agree”?

    If so, thanks…

    If not, give me another signal, and I’ll try again :)

Submit a Comment