Army Sees 11,000% Increase in US Army Drone Arsenal Over Last 10 Years Since: New Legislation Paves Way for 30,000 More Above the USA

Brian Romanoff      Nor Cal Truth     Feb 20, 2012

Never let it be said that the military industrial complex does not heavily rely on 9/11 to continue and thrive.

Of the many unanswered questions about the attacks of September 11, one of the most important is: Why were none of the four planes intercepted?  A rough answer is that the failure of the US air defenses can be traced to a number of factors and people.  There were policy changes, facility changes, and personnel changes that had recently been made, and there were highly coincidental military exercises that were occurring on that day.  But some of the most startling facts about the air defense failures have to do with the utter failure of communications between the agencies responsible for protecting the nation.  At the Federal Aviation Administration (FAA), two people stood out in this failed chain of communications.  One was a lawyer on his first day at the job, and another was a Special Operations Commander who was never held responsible for his critical role, or even questioned about it.

The 9/11 Commission wrote in its report that – “On 9/11, the defense of U.S. airspace depended on close interaction between two federal agencies: the FAA and the North American Aerospace Defense Command (NORAD).”[1]

According to the Commission, this interaction began with air traffic controllers (ATCs) at the relevant regional FAA control centers, which on 9/11 included Boston, New York, Cleveland, and Indianapolis.  In the event of a hijacking, these ATCs were expected to “notify their supervisors, who in turn would inform management all the way up to FAA headquarters.  Headquarters had a hijack coordinator, who was the director of the FAA Office of Civil Aviation Security or his or her designate. “ 

The testimony of Norman Mineta is widely discussed and known at 911blogger. For example "Mineta's Testimony CONFIRMED".

Nevertheless there are important statements made by important FAA-personal, which need to be contributed to the discussion:

Mike Weikert was in charge in the FAA-Headquarter for the "primary net" (hijack-net). In his statement to the 911 commission, he describes, what happened shortly before the Pentagon attack. He says, that the FAA-Headquarter tried to "raise" the White House, Defense Department, and that Belger was monotoring "both nets":

"We were trying to raise them when we were tracking the plane that crashed in the Pentagon. Belger was in the room at the time. He was monitoring both nets." source

Monte Belger Acting (FAA Deputy Administrator) cannot remember speaking with Mineta, but can recall reports of a "high speed VFR", which flow eastward in this time:

Here is another oddity surrounding the 9/11 attacks. Two new entries in the Complete 9/11 Timeline reveal that a New York air traffic controller mistakenly reported over an FAA teleconference that the first aircraft to crash into the World Trade Center on September 11, 2001 was a helicopter, and this hit the north WTC tower at 8:27 a.m., almost 20 minutes before the attack there actually occurred.

Aidan Monaghan of 911Blogger.com joins The Corbett Report to discuss his tireless efforts to uncover government documents about 9/11 via FOIA requests. We discuss some of the information he has uncovered and how others can follow in this fruitful area of research.

Download the mp3

Recently Added Events
http://www.historycommons.org/project.jsp?project=911_project

Showing 1-20 of 100 recently added events:

* 6/28 - NEADS Instructs AWACS Plane to Return to Washington Area to Help It Communicate with Fighters, (11:25 a.m.) September 11, 2001, posted by matt
* 6/28 - Marine Fighters Arrive over Washington but Lack Correct Authentication Code, (11:25 a.m.) September 11, 2001, posted by matt
* 6/28 - Attorney General Ashcroft’s Plane Diverted to Richmond, Threatened with Being Shot Down, 11:11 a.m. September 11, 2001, posted by matt
* 6/28 - Attorney General Ashcroft Ignores FAA Order for His Plane to Land, 10:40 a.m. September 11, 2001, posted by matt
* 6/28 - Unarmed Fighters Find Target Is Just US Military Aircraft, (10:35 a.m.) September 11, 2001, posted by matt
* 6/27 - FAA Controller Passes on Shootdown Authorization to Toledo Fighters, Because NEADS Cannot Reach Them, (Shortly After 10:32 a.m.) September 11, 2001, posted by matt
* 6/27 - FAA’s Boston Center Declares ‘ATC Zero’, (Shortly After 10:20 a.m.) September 11, 2001, posted by matt

A study, which is based on the official FBI documents issued on 11/09/2001, show how UAL and the FAA were tracing two different flights, but both were identified as "UA 93".

The study contains also analysis of documents issued by FBI, LAU, NTSB and 9/11 Commission published after 9/11.

This document can be viewed and/or downloaded here

http://www.scribd.com/doc/27408068/Case-Study-Acars-Ual-Ua93-Rev-3-0b-En

Quote article: "One of the three who received his FAA licenses this year, Yeslam bin Laden, a half-brother of Osama who lives in Geneva, Switzerland, is named in a civil lawsuit brought by the families of 9/11 victims alleging he helped to finance Osama's al-Qaeda network as it started up in the 1990s in Yemen and the Sudan."

Source: ABC News
By ERIC LONGABARDI and JOSEPH RHEE
Url: http://abcnews.go.com/Blotter/high-flying-bin-ladens/story?id=9271855

At least 12 members of Osama bin Laden's family currently hold Federal Aviation Administration pilot's licenses that make them eligible to fly aircraft anywhere in the United States, including three who received their licenses just this June, according to an analysis of FAA records provided to ABC News by a computer security firm, Safe Banking Systems.
Photo: The High-Flying Bin Laden?s; 13 Osama Kin Hold FAA Licenses: US Says No Terror Threat Posed by the Bin Laden Family?s Fascination with Aviation

As people who follow the issue closely are aware, there has been some debate over the involvement of a group of military officers stationed at FAA headquarters--generally referred to as the "military cell"--in the events of 9/11. Although I don't mean to recap the whole debate here, the basic jist is that the 9/11 Commission claimed that the military were unaware of the hijacking of United 93 until a few minutes before it crashed, but what about the military cell--were they too unaware of what was going on?

Yesterday, I was reading through the commission documents we have posted at the 911 Document Archive at Scribd , and I came across a transcript of FAA communications on the day of 9/11. You can find the following at page 59 (approximately 9:45 a.m. - 9:50 a.m.):

MR. : Tactical Net--

MR. : And this is Cleveland Center. Who's up?

MR. : It is the Command Center with about five or six people listening.

MR. : Okay. Mr. [inaudible], the chief, just asked if we have any military up or not? Are we pursuing that? We'd like to be able to track this guy (United 93) so we know what's going on, especially when we lose a transponder.

MR. : We have been in contact with the military cell here in the building and they're working the issue. I'm not sure where they are with--

The Wall Street Journal, by way of Siobhan Gorman, reports that "Civilian air-traffic computer networks have been penetrated multiple times in recent years, including an attack that partially shut down air-traffic data systems in Alaska, according to a government report."

The concerns are reiterated on the website of congressman Tom Petri.

But the notion that the FAA could allow (direct or indirect) internet access to flight control systems is dubious. What could be the reasons behind this publication? Let's examine some hypotheses.

• Genuine concern - Some security breaches to non-critical systems are blown out of proportion, but are made public in genuine concern for FAA IT security as it relates to national security
• Fearmongering - Fan the flames of the security hype, easing the adoption of new+laws, allowing the government draconian control over internet infrastructure

I have obtained a new document via FOIA request. It is an FAA memo comprising a transcript of calls between various FAA facilities and other institutions on the day of 9/11, and was referenced in the 9/11 Commission Report, in endnote 128 to Chapter 1 (on page 459). It is not spectacularly exciting, but touches on awareness of all four hijacks, in particular the last three. You can find it here.

Continued here.

This comes from DNotice.org, in a piece entitled 'The NORAD Papers III,' which follows two other informative reports from them about NORAD that people have submitted to 911bloggger.

Their article begins:

In The NORAD Papers and The NORAD Papers II we learned from government/military documents, media reports, university curricula, etc. dating from before 1995 to 1999 that NORAD since its founding in 1958 was tasked with three missions:

1. surveillance and control of the airspace covering the United States and Canada;

2. providing the NCAs [National Command Authorities] with tactical warning and attack assessment of an aerospace attack against North America; and

3. providing an appropriate response to any form of an air attack.1

The Officiial Excuse for 9/11, 'Failure To Imagine' Excuse Debunked!

The Bush Administration offered up the 'failure to imagine' excuse for the response to 9/11.
President Bush: "We knew he [Osama bin Laden] had designs on us, we knew he hated us. But there was nobody in our government, and I don't think [in] the prior government, that could envision flying airplanes into buildings on such a massive scale," he said.

Well according to NORAD's own statements, Project Positive Force, a Special Operations unit tasked with thinking like a terrorist and how they might attack the United States, "imagined" that a hijacked plane would be crashed into the Pentagon.

Terry Ropes, the Special Operations officier, defended the idea, but Pacific Command thought it was too unrealistic. Numerous warnings in the late 1990's also included a possible plot to fly an explosive laden aircraft into an American city.

The information contained in the explosive report, also discusses NORAD's regular intercept exercises of hijack aircraft prior to 9/11!

Read the full article from the Guardian Unlimited: http://www.guardian.co.uk/world/2004/apr/15/usa.september11

feedback, ideas, link/logic/fact checking, etc. appreciated. This one is too long, i think, and i still could've put a lot more stuff into it, but my goal is mainly to introduce info to new people and interest them in following the links, i'm just summarizing research others have done.

9/11 Truth, Part 6 of 11: Air Defense “Failures”, Simultaneous War Games & Continuity of Government
http://911reports.wordpress.com/2008/08/25/911-truth-part-6-of-11-air-defense-“failures”-simultaneous-war-games-continuity-of-government/

Click here for all the articles in the 9/11 Truth Overview Series
http://911reports.wordpress.com/911-truth-overview-series/

OpEdNews.com http://www.opednews.com/maxwrite/diarypage.php?did=8800

This article summarizes some of the events concerning the 4 hijacked flights on 9/11, provides information on standard air defense procedures and warnings received prior to 9/11 and gives a brief overview of the multiple war games and military operations surrounding 9/11, including Continuity of Government planning. Links are provided for more in depth research.

Air Defense “Failures”:

Flight 11:

Wait; are they suuurre that wasn't a missile surrounded by a hologram? Well, it's just establishment propaganda anyway; i do hope someone or many are checking it for new info, contradictions, lies, distortions, slip-ups and the like, i don't have the time (or the brains)

http://www.todaystmj4.com/news/local/21411024.html

Midwest Pilot Almost Hit Plane On 9/11
Associated Press

MILWAUKEE - Midwest Airlines pilot Gerald Earwood was flying about 100 miles west of New York when he first noticed what seemed like wisps of smoke coming off the World Trade Center.

Roughly 15 minutes later, Earwood and co-pilot Eric Fjelstad were frantically maneuvering their DC-9 jet to avoid colliding with United Airlines Flight 175, the second airplane to hit the World Trade Center on Sept. 11, 2001. Their work, following orders from air traffic controllers, saved the lives of about 30 passengers and five crew members of Midwest Flight 7.

A minute or so later, United 175 -- which also came close to colliding with other planes that morning -- struck the south tower of the World Trade Center.

"In some cases, the facts published in this book, as told to her in interviews with airmen and airline pilots who were involved, differ markedly from the account in The 9/11 Commission Report," retired Air Force Maj. Gen. Larry Arnold, the commander of 1st Air Force in Panama City on Sept. 11, said in "Touching History."
"After reading this book, you decide," Arnold wrote."

Who Is? Larry Arnold
http://visibility911.com/jongold/?p=159

Pilot Adds Perspective To Sept. 11 Attacks

By TED JACKOVICS
The Tampa Tribune
Published: June 8, 2008

Updated:

"Touching History: The Untold Story of the Drama That Unfolded in the Skies Over America on 9/11," by Lynn Spencer (Free Press, $26)

The late U.S. Army Col. Milton "Bud" Halsey once shared his thoughts on how Cold War air defense units would have responded in an attack on the United States.
"You never know how individuals will react in combat," said Halsey, a Bronze and Silver Star-decorated veteran of two wars. "You have to wait until they take some hits. You won't know how well they will perform until you learn how they respond to casualties."

http://georgewashington.blogspot.com/2008/03/faa-notified-military-of-91...

The official story of 9/11 is that the FAA delayed notifying the military about the hijackings. That false statement has been debunked elsewhere.

However, even if the FAA for some reason had not notified the military, it doesn't matter.

Why?

Because the Secret Service -- which is contact with the President and Vice President at all times -- was watching everything the FAA was watching on their radar:

• Counterterrorism “tsar” Richard Clarke says that, on 9/11, the Secret Service had “a system that allowed them to see what FAA’s radar was seeing.” (Page 7)

• Barbara Riggs, a future deputy director of the Secret Service who was in its Washington, DC headquarters on 9/11, will describe the Secret Service “monitoring radar” during the attacks (see also Star-Gazette 6/5/2006)

The Lost Flight -- Who Knew What and When About Flight AA77 On 9/11?

http://video.google.com/videoplay?docid=7140292755378838617&hl=en

The video compares the two main versions of what was known about Flight AA77 on 9/11 before it allegedly crashed into the Pentagon. The versions are

(1) that there was prior awareness for up to about one hour before the crash about the flight at least with the military and the FAA and in the Presidential Emergency Operations Center, and

(2) that the FAA lost the flight for 36 minutes and did not inform the military or anyone else about it until four minutes before the crash.

Three important statements by former Transportation Secreatry Norman Mineta are shown in support of the first version. However, the viewer is encouraged to make her/his own conclusions. The material is mainly from the 9/11 Commission's video archives and other public sources and its use constitutes an instance of "fair use" of this material.

Source: http://www.bangladesh-web.com/news/view.php?hidDate=2007-06-14&hidType=O...

Like Hariri Tribunal, UN Must Help 'The Americans' To Establish 9/11 Truth with Open Public Investigation Immediately To End Global 'War on Terror'!

Thursday June 14 2007 11:15:44 AM BDT

Deepak Sarkar, Canada

Like Hariri Tribunal, UN Must Help ‘The Americans’ To Establish 9/11 Truth with Open Public Investigation Immediately To End Global ‘War on Terror’! (Deepak Sarkar, June 11, 2007, www.kolki.com )

[NORAD: North American Air Defense; NEADS: North Eastern Air Defence; FAA: Federal Aviation Authority; NMCC: National Military Command Center; NRO-National Reconnaissance Office ]

Robin Hordon and David Ray Griffin appeared on Carol Brouillet's show last night. Griffin was on air for just a few minutes, plugging his new book; most of the show was Hordon's. For those who are not familiar with Robin Hordon, he is an ex-pilot and ex-flight controller (fired when he went on strike during the Reagan years). Robin Hordon is very level-headed and it seems to me he brings a number of valid points to the debate. He explains in detail how the scramble protocols used to work, how they were changed in June 2001 and exactly what effect it had on the morning of 9-11. He also discusses what the FAA would normally do in the case of a hijacking, and what they were doing on 9-11.

Hordon also discusses the wargames, and how they would affect procedures that day (according to Hordon, they wouldn't). Plenty of other interesting stuff from a guy who knows first-hand how air traffic control works.

The show is already available as a podcast:

1st hour
http://xml.wtprn.com/Brouillet/0705/20070507_Mon_Brouillet1.mp3
2nd hour
http://xml.wtprn.com/Brouillet/0705/20070507_Mon_Brouillet2.mp3
(7 megs each)

Guns & Butter
Wednesday, April 18th, 2007, 1:00PM

Interview with pilot and former air traffic controller, Robin Hordon. The job of air traffic control; Flight AA11; the hijack versus the emergency protocol; war games and radar screen blips; remote control of aircraft, i.e., flight director; and Flight AA 77. Robin Hordon is a member of Pilots for 9/11 Truth. Visit their website at www.pilotsfor911truth.org

Guns and Butter airs at 1pm Pacific on KPFA 94.1FM Berkeley, and streaming and archived at www.kpfa.org

www.gunsandbutter.net

...the FAA had to be the scapegoat. Not NORAD. If the Pentagon--under attack---needed a fresh infusion of cash, since hundreds of billions (2.3 trillion reportedly) was missing---they would have to be exonerated. And That was why, finally, General Richard Myers, seated in his office (allegedly) throughout the ENTIRE 911 attack, was promoted for his inactions (rather than convicted in a military court martial) for dereliction of duty, along with numerous other officials after 911.

Why No Norad On 911?
By Douglas Herman, USAF Veteran
Exclusive to Rense.com
2-26-7

http://www.rense.com/general75/whyno.htm

"We, to this day, don't know why NORAD told us what they told us. It was just so far from the truth." --Thomas H. Kean, Commission Chairman, to the Washington Post

USA Today has finally started looking at a story first reported by Patriots Question 9/11. Here's USA's Today story:

"From 1995 to 2001, Bogdan Dzakovic served as a team leader on the Federal Aviation Administration's Red Team. Set up by Congress to help the FAA think like terrorists, the elite squad tested airport security systems.

In the years leading up to the Sept. 11, 2001, terrorist attacks, Dzakovic says, the team was able to breach security about 90% of the time, sneaking bombs and submachine guns past airport screeners. Expensive new bomb detection machines consistently failed, he says.

The team repeatedly warned the FAA of the potential for security breaches and hijackings but was told to cover up its findings, Dzakovic says.

Eventually, the FAA began notifying airports in advance when the Red Team would be doing its undercover testing, Dzakovic says. He and other Red Team members approached the Department of Transportation's Office of the Inspector General, the General Accounting Office and members of Congress about the FAA's alleged misconduct regarding the Red Team's aviation security tests. No one did anything, he says.

There is a difference between the 9/11 Commission's account of awareness of United 175's hijacking and the version used in the recent CBC documentary Secret History of 9/11.

The 9/11 Commission gives the following account of a conversion between New York ATC Centre and the FAA Command Centre in Herndon:
"NEW YORK COMMAND CENTRE: We have several situations going on here. It's escalating big, big time. We need to get the military involved with us...
We're, we're involved with something else; we have other aircraft that may have a similar situation going on here." (p. 22, 9/11 CR)

However, CBC lays it out a little differently:
"NEW YORK COMMAND CENTRE: We have several situations going on here. It's escalating big, big time. We need to get the military involved with us."
"NATIONAL COMMAND CENTER: We're, we're involved with something else; we have other aircraft that may have a similar situation going on here."
Link:
http://www.cbc.ca/documentaries/secrethistory/timeline7.html

The difference is that in the 9/11 CR version, the fourth sentence, "We're, we're involved with something else..." is said by New York Centre, but in the CBC version it's said by the National Command Centre. If the CBC version is true then this means that:

Yesterday, August 30, 2006, on KPFA's "Guns and Butter" radio program, host Bonnie Faulkner featured a new interview with David Ray Griffin: THIS IS HIGHLY RECOMMENDED LISTENING. The recent Vanity Fair piece and the NORAD tapes are thoroughly deconstructed and shown to be rife with anomalies;

The NORAD Audio Tapes: Real or Faked?

Interview with Dr. David Ray Griffin regarding his most recent article, "9/11 Live or Fabricated: Do the NORAD Tapes Verify the 9/11 Commission Report?" Griffin's article, written primarily in response to Vanity Fair Magazine's, "9/11 Live: The NORAD Tapes" by Michael Bronner in their September 2006 issue, deconstructs the preposterous argument that NORAD was not notified by the FAA of hijacked airliners until they had struck their targets or crashed, and that the only jets the military scrambled were in response to a flight that did not exist. Griffin takes a close look at NORAD's audio tapes, on whose authenticity these claims depend.

MP3+download+-+10.2+MB

July 6, 2006

According to a July 6 2006 Rumor Mill News article titled Very Strange 9/11 Aircraft Registrations there are some very disturbing irregularities in the way the airlines or the FAA handled documentation associated with the flights allegedly hijacked on September 11, 2001. The registration for both United Airlines flights involved was only cancelled on September 28, 2005, over four years after 9/11. Hence a very pertinent question:

How can American Airlines flights show the planes destroyed and the registration cancelled, while both United flights show the planes as simply being cancelled without explanation 4 years after they allegedly were destroyed? Why?

The following are registration details on all four airplanes:

-	ACCIDENT DETAILS
Date:	September 11, 2001
Time:	08:47
Location:	New York City, New York
Operator:	American Airlines
Flight #:	11
Route:	Boston - Los Angeles
AC Type:	Boeing 767-223ER
Registration:	N334AA
cn / ln:	22332/169
Aboard:	92 (passengers:81 crew:11)
Fatalities:	92 (passengers:81 crew:11)
Ground:	2583
Summary:	The aircraft was hijacked shortly after it left Logan International Airport in Boston. The hijackers took control of the aircraft and deliberately crashed it into the north tower of the World Trade Center between the 94th and 99th floors at approximately 450 mph. After 102 minutes, the building collapsed. It was one of four planes that were hijacked the same day.

FAA registration record

---

Deregistered Aircraft 1 of 1

Aircraft Description

Serial Number		22332		Type Registration		Corporation
Manufacturer Name		BOEING		Certificate Issue Date		01/06/2000
Model		767-223		Mode S Code		50722254
Year Manufacturer		1987		Cancel Date		01/14/2002
Reason for Cancellation		Destroyed		Exported To

-	ACCIDENT DETAILS
Date:	September 11, 2001
Time:	09:03
Location:	New York City, New York
Operator:	United Air Lines
Flight #:	175
Route:	Boston - Los Angeles
AC Type:	Boeing B-767-222
Registration:	N612UA
cn / ln:	21873/41
Aboard:	65 (passengers:56 crew:9)
Fatalities:	65 (passengers:56 crew:9)
Ground:	2583
Summary:	The aircraft was hijacked shortly after it left Logan International Airport in Boston. The hijackers took control of the aircraft and deliberately crashed it into the south tower of the World Trade Center between the 78th and 84th floors at approximately 550 mph. After 56 minutes, the building collapsed. It was one of four planes that were hijacked the same day.

FAA registration record

Aircraft Description

Serial Number		21873		Type Registration		Corporation
Manufacturer Name		BOEING		Certificate Issue Date		01/18/1984
Model		767-222		Mode S Code		51773757
Year Manufacturer		1983		Cancel Date		09/28/2005
Reason for Cancellation		Cancelled		Exported To

---

Aircraft Registration prior to Deregistration

Name UNITED AIR LINES INC Street BOX 66100 City CHICAGO State ILLINOIS Zip Code 60666 County COOK Country UNITED STATES

-	ACCIDENT DETAILS
Date:	September 11, 2001
Time:	09:45
Location:	Arlington, Virginia.
Operator:	American Airlines
Flight #:	77
Route:	Washington D.C. - Los Angeles
AC Type:	Boeing B-757-223
Registration:	N644AA
cn / ln:	24602/365
Aboard:	64 (passengers:58 crew:6)
Fatalities:	64 (passengers:58 crew:6)
Ground:	125
Summary:	The aircraft was hijacked after taking off from Dulles International Airport. The hijackers took control of the aircraft and deliberately crashed it into the Pentagon. It was one of four planes that were hijacked the same day.

FAA registration record

Deregistered Aircraft 1 of 1

Aircraft Description

Serial Number		24602		Type Registration		Corporation
Manufacturer Name		BOEING		Certificate Issue Date		05/08/1991
Model		757-223		Mode S Code		52072030
Year Manufacturer		1991		Cancel Date		01/14/2002
Reason for Cancellation		Destroyed		Exported To

-	ACCIDENT DETAILS
Date:	September 11, 2001
Time:	10:03
Location:	Shanksville, Pennsylvania
Operator:	United Air Lines
Flight #:	93
Route:	Newark - San Francisco
AC Type:	Boeing B-757-222
Registration:	N591UA
cn / ln:	28142/718
Aboard:	44 (passengers:37 crew:7)
Fatalities:	44 (passengers:37 crew:7)
Ground:	0
Summary:	The aircraft was hijacked after taking off from Newark International Airport. The hijackers took control of the aircraft and turned the plane towards Washington D.C. A struggle ensued between the passengers and hijackers after which the plane crashed at a high rate of speed into a field in the Pennsylvania countryside. It was one of four planes that were hijacked the same day.

FAA registration record

Deregistered Aircraft 1 of 1

Aircraft Description

Serial Number		28142		Type Registration		Corporation
Manufacturer Name		BOEING		Certificate Issue Date		07/01/1996
Model		757-222		Mode S Code		51721341
Year Manufacturer		1996		Cancel Date		09/28/2005
Reason for Cancellation		Cancelled		Exported To

---

Aircraft Registration prior to Deregistration

Name UNITED AIR LINES INC Street 1200 E ALGONQUIN RD City ARLINGTON HEIGHTS State ILLINOIS Zip Code 60005-4712 County COOK Country UNITED STATES

These problems with the official account of the events of 9/11 are by far neither the most glaring not most severe. They might simply be an indication of a very severe bureaucratic dysfunction on the part of the United Airlines, or the FAA, or possibly both. There are plenty of other irregularities conclusively proving that for events to take place the way we are told by the Administration or the 9/11 Commission is for all intents and purposes impossible.

However, it is still in my opinion important to note these aircraft registration irregularities as they prove, among other things, that there is hardly any aspect of the official 9/11 narrative that is not suspicious. What adds to the suspicion is that apparently none of the aircraft were positively identified by the serial-numbered parts in the wreckage.

In his article on the subject titled Impossible to Prove a Falsehood True retired US Air Force Colonel and an expert aircraft accident investigator George Nelson states: