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Part two: More planes missing

The skies in lock-down
At yet another air traffic control center in Clevelandt_Stqcey
Taylor is keeping a close ey^njTeMNights. The FAA is warning
controllers to watch transcontinental flights headed west, for
Opinions l 1-800-flo
Weather *Local anything suspicious. And then, something very suspicious does
Shop©MSNBC; happen.
MSN.com "I hear one of the controllers behind me go, 'Oh my God,
oh my God,1 says Stacy Taylor. "And he starts yelling for the Dateline
supervisor. He goes what is this plane • Latest
-5** developme
doing? I wasnlt.that_hajs^jgt.thejj.met_and I pulkdjt upjpn my
online yellow pagesi • What's
Find a Local Business I screen. And Jiewaij:]m^^ next for
V_ U.S.
descending but very, gradually. He'd go up 300 feet, and he'd go forces in
Iraq?
down 300feet. And it turned ouUg_be United 93." • Rememb'
By this time United Airlines has warned crews still in the David
Bloom
air about the potential for a hijacking. Electronic messages — • The
Central
similar to an e-mail, have been transmitted to pilots. "Beware, __ Park
cockpit intrusion" the message read. The pilots of flight 93 __ Jogger
steps
typed back, "confirmed". forward

At the Boston center, controllers are taking matters into TV News

their own hands to safeguard crews. • Dateline:
The Luck
Factor1
Tom Roberts'. "I saw controllers step up to the plate and • Today:
Fitness
start warning flight crews. This was totally by the seat of for the
pregnant
their pants. It's not because they were directed to by anybody. mom
It's just, OK, everybody's on alert right now." • Today:
The
Tom Brokaw: "Watch for cockpit intrusion? That kind of Pentagon's
'go to'
thing?" woman
/— £. :j. • Central

lof 13 703^-3
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Guardian 'We have planes. Stay quiet' - Then silence Page 1 of3

'We have planes. Stay quiet' - Then silence

Michael Ellison in New York
Wednesday October 17, 2001
The Guardian

It was 7.45am at Logan airport in Boston and ground control was going through the perfunctory business of talking the pilot of
American Airlines flight 11 through the manoeuvres towards takeoff.

Sixty-seven minutes later, with the jargon silenced, the plane was slammed into the north tower of the World Trade Centre, the
first calamity in a chain that would leave more than 5,500 dead in the US.

Five weeks after the attacks, transcripts of what went on between the pilots of the hijacked planes and air traffic controllers
trace the air paths from banality to doom.

At 8.14am two controllers are recorded discussing the fact that the pilot is out of contact. There is silence for 10 minutes until a
hijacker's voice is heard. "We have some planes," it says. "Just stay quiet and you will be OK. We are returning to the airport."

A controller asks "Who's trying to call me?" and one minute later air traffic control centres are told that a plane has been
hijacked. Then silence.

Transcripts of words carried on the frequency used by pilots and air traffic controllers on the two planes that hit the World
Trade Centre and the one flown into the Pentagon were obtained by the New York Times.

The newspaper also discloses that a military cargo plane was asked to identify the Boeing that crashed into the Pentagon two
minutes before it did so and that three National Guard F-16s might have had time to shoot down flight 93 before it reached its
target had it not crashed.

On United Airlines flight 175 at 8.37am, with no reason to suspect that 26 minutes later he and the other 64 innocent people
on board would be dead after being used as a projectile against the south tower, the pilot receives a message from ground
control asking him to look for the silent flight 11.

Ninety seconds before his plane was taken over by the hijackers the pilot betrays his unease. "We heard a suspicious
transmission on our departure out of Boston," he says. "Someone keyed the mike and said 'Everyone stay in your seats."
Silence again.

At 8.53am another controller realises what is going on: "We may have a hijack."

The first indication that something is wrong with American flight 77 comes nine minutes after the trade centre was attacked,
when a controller in Indianapolis is unable to make contact with the pilot. He never does again and 42 minutes later the Boeing
757 with six crew and 58 passengers crashes into the Pentagon.

American Flight 11

Boston to Los Angeles (crashed into north tower of World Trade Centre)

8.00 Plane takes off from Logan international airport, Boston.

\l
8.13 Boston control centre: "AAL11 turn 20 degrees right."

Pilot of AAL11: "20 right AAL11."

Controller: "AAL11 now climb maintain FL350 [35,000 feet]."

Controller: "AAL11 climb maintain FL350."

Controller: "AAL11 Boston."

7/28/2003
September 11, 2001 - The FAA Responds Page 1 of 2

From ffte takeoff of Flight 11 at 8:00 a.m. to U.S. airspace clear of civil
aviation flights at 12:15 p.m., here are the times of key Sept. 11, 2001, events.
0800. American Airlines Flight 11, a Boeing 767 with 92 people on board, takes off Sept. 11,200
from Boston Logan airport for Los Angeles.

0814. United Air Lines Flight 175, a Boeing 767 with 65 people on board, takes off
from Boston Logan airport for Los Angeles. Hundreds of FAX
worked to impro\y and rest
0821. American Airlines Flight 77, a Boeing 757 with 64 people on board, takes off
from Washington Dulles airport for Los Angeles. aviation after the
were closed on £
0840. FAA notifies the North American Aerospace Defense Command's (NORAD) 2001. Here ares
Northeast Air Defense Sector about the suspected hijacking of American Flight 11. their portraits.
Week of Septem
0841. United Air Lines Flight 93, a Boeing 757 with 44 people on board, takes off Week of Septem
from Newark airport for San Francisco.

0843. FAA notifies NORAD's Northeast Air Defense Sector about the suspected
hijacking of United Flight 175. Memories and th
from our jemployi
0846. (approx.). American Flight 11 crashes into the north tower of the World Trade
Center. Weefc of Septem
Week of Septem
0902. (approx.). United Flight 175 crashes into the south tower of the World Trade September 11
Center. Weefc of Septem
September 18
0904. (approx.). The FAA's Boston Air Route Traffic Control Center stops all
departures from airports in its jurisdiction (New England and eastern New York
State).
Landing so manj
0906. The FAA bans takeoffs of all flights bound to or through the airspace of New so quickly was a
York Center from airports in that Center and the three adjacent Centers - Boston, outstanding achi>
Cleveland, and Washington. This is referred to as a First Tier groundstop and A series ofarticit
covers the Northeast from North Carolina north and as far west as eastern Today explains t
Michigan. behind-the-scen*
decisions and ac
0908. The FAA bans all takeoffs nationwide for flights going to or through New York
Center airspace.

0924. The FAA notifies NORAD's Northeast Air Defense Sector about the
suspected hijacking of American Flight 77. The FAA and NORAD establish an open
line to discuss American 77 and United 93.

0926. The FAA bans takeoffs of all civilian aircraft regardless of destination - a
national groundstop.

0940. (approx.). American Flight 77 crashes into the Pentagon.

0945. In the first unplanned shutdown of U. S. airspace, the FAA orders all aircraft
to land at the nearest airport as soon as practical. At this time, there were more
than 4,500 aircraft in the air on Instrument Flight Rules (IFR) flight plans.

1007. (approx.) United Flight 93 crashes in Stony Creek Township, PA.

1039. Reaffirming the earlier order, the FAA issues a Notice to Airmen (NOTAM)
transcript American Airlines Flight 11 Page 1 of 5

ON I M S W feB

October 16, 2001

Transcript American Airlines Flight 11

By THE NEW YORK TIMES

F ollowing is a transcript of the radio communications between air traffic controller at Logan International Airport
[46R] in Boston and several jetliners identified by their call signs on the morning of Sept. 11. Among the
jetliners were American Airlines Flight 11 (AAL11) and United Air Lines Flight 175 (UAL 175), which took off
from Logan and then were crashed into the World Trade Center. The transcripts were obtained by The New York
Times.

8:08:54 — 46R: FDX3258, Roger, uh, fly heading 180 maintain mach 80 or less.

8:09:02 — FDX3258: 180 Roger and, uh, for the heading, uh, is mach 8 or less 3258.

8:09:10 — 46R: FDX3601, Maintain mach 80 or greater.

8:09:12 — FDX3601: Mach 80 or greater, FDX3601 heavy.

8:09:17 — AAL11: Boston center, good morning, AAL11 with you paassing through 190 for 230.

8:09:22 — 46R: AAL11, Boston center, roger, climb and maintain FL280.

8:09:25—AAL11:280 AAL11.

8:09:28 — 46R: FDX3258, you're recleared direct to, uh, Barnes.

8:09:34 — FDX3258: Direct to Barnes, FDX3258.

8:09:52 — 46R: DAL544, Contact Boston center 125.57.

8:09:56 — DAL544: 2557 for Boston, DAL544, Good day.

8:10:04 — DAL1149: Boston, DAL1149, Leveling at 310.

8:10:06 — 46R: DAL1149 Boston center, roger.

8:10:13 — 46R: AAL11 Climb, maintain FL290.

8:10:16 —AAL11: 290 AAL11.

8:10:37 — 46R: FDX3258 Cleared direct biggo.

8:10:41 — FDX3258: Direct biggo, thank you, FDX3258.

8:10:47 — 46R: FDX3258, your traffic you're going to be following is 12 o'clock and about, uh, 10 miles also
southbound with company, company jet.

8:10:54 — FDX3258: Uh, where's that traffic, sir?

http://www.nytimes.com/2001/10/16/national/16FLIGHTl l-TEXT.html?ei=5070&en=09... 7/30/2003

Los Angeles Times: Aboard Flight 11, a Chilling Voice Page 1 of2

latknes.com
• mm MJ»..-MHIW» VJ4nU3*

http://www.latimes.com/news/nationworld/nation/la-092001hijack.story

Aboard Flight 11, a Chilling Voice

By ERIC LICHTBLAU
Times Staff Writer

September 20, 2001

WASHINGTON — A chilling telephone call from a flight attendant aboard Am

11 details for the first time the frantic struggle aboard the doomed airliner as hij
of a passenger and stormed the cockpit.

"I see water and buildings. Oh my God! Oh my God!" Madeline Amy Sweeney told a ground
manager in Boston after the hijacked plane took a sudden and unexpected detour, according to an
investigative document compiled by the FBI and reviewed by The Times.

The water she saw in those agonizing final moments was the Hudson River. The buildings were the
famed New York City skyline, its trademark towers still upright. And the detour was Flight 11 's
calamitous descent into the World Trade Center's north tower about 8:45 a.m. on Sept. 11.

In recent days, snippets of cell phone calls that originated from the four hijacked flights have
revealed tearful goodbyes and valiant pledges of resistance. ' ; ,,J

But Sweeney's phone call, with details that coincide with the hijackers' takeover of the cockpit, could
provide investigators with one of their most valuable pieces of evidence in reconstructing the
hijackings.

FBI officials in Dallas, where American Airlines is based, were able, on the day of the terrorist
attacks, to piece together a partial transcript and an account of the phone call. American Airlines
officials said such calls are not typically recorded, suggesting that the FBI may have reconstructed
the conversation from interviews.

Sweeney, a 35-year-old mother of two young children, had worked for American Airlines for 12
years, usually taking weekend duty so she could spend more time during the week with her family in
Acton, Mass. She was one of nine flight attendants working Flight 11, which left Boston's Logan
International Airport with a light load of 81 passengers at 7:45 a.m.

The plane lifted off uneventfully, but investigators think it was commandeered within about 15
minutes. The smarter ww
lo find a better job.
Sweeney (identified in the law enforcement report as Amy Sweeny) called American flight services
manager Michael Woodward on the ground at Logan. She displayed remarkable calm as she related
numerous details about the unfolding events.

"This plane has been hijacked," Sweeney said, according to the FBI report.

Two flight attendants, whom she identified by their crew numbers, had already been stabbed, she said. "A hijacker also cut
the throat of a business-class passenger, and he appears to be dead," she said.

Investigators have identified five suspected hijackers on the flight-Satam Al Suqami; Waleed M. Alshehri; Wail Alshehri;
Mohamed Atta; and Abdulaziz Alomari. They are believed to be part of a well-orchestrated network of 19 hijackers who used
box cutters, razors and even small knives concealed in cigarette lighters to take control of the four planes.

http://w\vw.latimesxom/templates/rnisc/printstory.jsp?slug=la-092001hijack&section=/pri... 7/28/2003
• ABCNEWS.com Page 1 of3

o
Primetime Calm Before the Crash
Flight 11 Crew Sent Key Details Before Hitting the Twin Towers

July 18

— On the morning of Sept. 11, American Airlines ground manager Michael

Woodward received a phone call that immediately got his full attention.

Flight attendant Amy Sweeney

called ground staff after American
Airlines Flight 11 was hijacked on
Sept. 11. (ABCNEWS.com)

"Listen, and listen to me very carefully. I'm on Flight 11.

voice on the other end. The caller was Amy Sweeney, a flight attendant on board Ai
been hijacked on its way from Boston to Los Angeles.

Over the next 25 minutes, Sweeney, a 13-year veteran with the airline, calmly relay
later be crucial in helping the FBI identify the men who hijacked the plane and flew i
Center.

Another flight attendant, Betty Ong, who had been with American Airlines for 14 yea

Seat Numbers Identified Hijackers

Flight 11 had taken off from Boston's Logan Airport at 7:59 a.m., with a light load of 81 passengers. There were 11 crew on
board: a captain, a first officer, and nine flight attendants.

A few minutes into the flight, five men got up from their seats and made their way to the cockpit, soon taking control of the
plane.

Sweeney and Ong were in the coach section of the plane. Using crew telephones, they made the calls to their colleagues on
the ground, Sweeney to Woodward, a flight services manager at Logan Airport, and Ong to the airline's reservations line.

Woodward said Sweeney spoke "very, very calmly... in a way which was quick but calm." She gave him the seat numbers for
four of the five hijackers, allowing airline staff to pull up their names, phone numbers, addresses — and even credit card
numbers — on the reservations computer. One of the names that came up was Mohamed Atta, the man the FBI would later
identify as the leader of all 19 of the Sept. 11 hijackers.

Sweeney told Woodward the hijackers seemed to be of Middle Eastern descent and said they had gone into the cockpit with
a bomb with yellow wires attached.

She said they had stabbed the two first-class flight attendants, Barbara Arestegui and Karen Martin, whose station at the front
of the plane likely made them the first crew members to confront the hijackers. She said they had also slashed the throat of a
business class passenger, who was bleeding severely.

http://printerfriendly.abcnews.com/printerfnendly/Print?fetcliFromGLUE=true&GLUESer... 7/28/2003
The Telegraph Online | FAA worker says hijacked jeltiners almost collided before strikin... Page 1 of 3

U
S E R V I N G N A S H U A AND S O U T H E R N N8W H A M P S H I R S

Staff photo by Dean Shalhoup

Several Nashua police officers block the entrance to the Boston Air Traffic Control Center on Northeastern Boulevard in Nashua Tuesday morning where they
rushed shortly after two passenger aircraft that departed from Boston crashed into the World Trade Center buildings in New York.

FAA worker says hijacked jeltiners almost collided before

striking World Trade Center
Thursday, September 13, 2001
By ALBERT McKEON, Telegraph Staff , mckeona@telegraph-nh.com

The two hijacked jets that sliced into the World Trade Center nearly crashed into each
other before reaching New York City, according to a Federal Aviation Administration
employee who works in the Nashua control facility. WAR Oil
FAA air traffic controllers in Nashua have learned through discussions with other
controllers that an F-16 fighter stayed in hot pursuit of another hijacked commercial
airliner until it crashed in Pennsylvania, said the employee, who spoke on the condition Story Index | Forum
of anonymity.

By 10:30 a.m. on Tuesday, the military had taken control of U.S. airspace, the employee said. The jet crashed
into a field at 10:37 a.m.

The incidents fell in line with a handful of incredible and unprecedented events that unfolded in America on
Tuesday, said the employee, who worked in the control center that fateful morning. The center is one of 20
FAA facilities that monitor long-distance flights once they leave airports.

The morning's surreal moments included a controller, who had just arrived for work, discovering that his
wife's American Airline flight was involved in the day of terror, the employee said.

Controllers never expected that the terrorists who hijacked the plane had their sights set on the north tower
of the World Trade Center, the employee said.

Even as the tower burned, controllers still hadn't concluded that another hijacked plane - United Airlines Flight
175 - would slam into the other New York skyscraper, the employee said.

The terrorists, however, nearly had their plans dashed when the two planes almost collided outside the city,
the employee said. "The two aircraft got too close to each other down by Stewart" International Airport in New
Windsor, N.Y., the employee said.

Controllers have also learned that an F-16 fighter closely pursued hijacked United Airlines Flight 93 until it
crashed in southwestern Pennsylvania, the employee said.

Although controllers don't have complete details of the Air Force's chase of the Boeing 757, they have learned

http://www.nashuatelegraph.com/print.asp?ArticleID=40198&SectionID=25&SubSectionI... 7/30/2003
'aul Boutin : Transcript of American Airlines Flight 77 http://paulboutin.weblogger.com/stories/storyReader$£

Paul Boutin Technology writer for Slate, Wired, The New York Times, Salon, etc
Home I Portfolio I TV and Radio appearances I Bio I Resum6

^ Today's Entry:
Transcript of American Airlines Flight 77

[UPDATE: See "Hunt the Boeing" Answers with science writer Patrick Di Justo]

Source: The New York Times

Following is a transcript of the radio communications of American Airlines Flight 77 (AAL77), which took
off from Dulles International Airport outside Washington on Sept. 11 and then was crashed into the
Pentagon. The transcripts were obtained by The New York Times.

8:12:29 — AAL77: Good morning ground American seven seven is off of dixie twenty six with
information tango.

8:12:36 — Ground Control West: American 77 Dulles taxi to runway three zero.

8:12:39 — AAL77: Taxi three zero American seven seven.

8:16:01 — Local Control West: American 77, Dulles tower. Runway three zero taxi into position and hold
you'll be holding for landing traffic one left and for spacing wake turbulence spacing behind the DC 10.

8:16:29 — AAL77: And American ah seven seven is ready.

^^ 8:16:32 — Local Control West: American 77, Dulles tower. Runway three zero. Taxi into position and
hold you're holding for wake turbulence landing traffic one left and you need to be fifteen in trail of that
DC 10.

8:16:41 — AAL77: Position and hold three zero, American seven seven.

8:19:20 — Local Control West: American 77 your departure frequency will be one two five point zero five.
Runway three zero cleared for take off.

8:19:27 — AAL77: One two five oh five. Runway three zero cleared for takeoff, American 77.

8:20:26 — Local Control West: American 77, turn left heading two seven zero contact departure.

8:20:31 — AAL77: Two seventy heading departure, American 77. Good day.

8:20:38 — AAL77: Is with you passing one decimal one for three.

8:20:43 — North Departure: American 77, Dulles departure radar. Contact climb and maintain five
thousand.

8:20:47 — AAL77: Five thousand, American 77.

^kv 8:22:05 — North Departure: American 77 climb and maintain one one thousand eleven thousand

8:22:08 — AAL77: up to one one thousand American 77.

Iof9 3/26/03 1:57 P

FAA - 2001 Testimony by Key FAA Officials http://wwwl.faa.gov/index.cfm/apa/1075/32725155-b45A-4BC7-A30062944Cbl3645

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JANE F. GARVEY ON AVIATION

SECURITY FOLLOWING THE TERROR
ATTACK ON SEPTEMBER 11TH.
SEPTEMBER 21,2001

STATEMENT OF JANE F. GARVEY

ADMINISTRATOR, FEDERAL AVIATION ADMINISTRATION

BEFORE THE SUBCOMMITTEE ON AVIATION,

COMMITTEE ON TRANSPORTATION AND INFRASTRUCTURE,
ON AVIATION SECURITY FOLLOWING THE TERRORIST ATTAC
SEPTEMBER 11TH

SEPTEMBER 21, 2001

Chairman Mica, Congressman Oberstar, Members of the Subcomm

I appear before you today to discuss the events of the September 1

that were so unspeakable that they were virtually unimaginable a fe<
weeks ago. The world has been forever changed. As President Bu
said, "Great tragedy has come to us, and we are meeting it with the
that is in our country, with courage and concern for others."

As a nation, we have suffered horrific losses, but we are resolved nc

allow those losses to overwhelm us. We can be proud of America's
response to this crisis; the stories of heroism, generosity, and patrio
are countless and compelling. We must gain strength from these
examples as we face the many challenges that lie ahead of us. On
of the Federal Aviation Administration (FAA) and its employees, son
who have suffered their own devastating losses, I would like to extei
sympathies to the many thousands of Americans who were victimize
the terrorists' actions. I assure you that all 48,425 employees of the
will continue to work night and day to make the air transportation sy:

1 of 6 4/7/03 4:13 PW
568
The Journal of American History September 2002
excellent examples of what works and what does not. The essay is especially useful for
its analysis of how people often derive their identity and purpose from their attach-
ments to community, whether community is defined as a locale or a social network
Shopes's essay marks an end to the annual oral history section in dre JAH. (jAft
editors have decided to use this space for other purposes.) Her presence in this issue is
fitting for many reasons, perhaps most notably because she and Michael Frisch were
die first coeditors of this section from 1987 until we assumed these duties in 1997
Over the last fifteen years, forty-eight essays have appeared in these pages. Authors
have focused on how oral interviews have been used to illuminate the histories of
war, journalism, business, agriculture, jazz, the military, labor, women, die 1960s,
World War II, sports, music, foreign relations, philanthropy, medicine, the civil
rights movement, science, and much else. Throughout, the authors have been mind-
ful diat their readers most likely would use evidence from oral history interviews to
obtain information about the past. Yet we think they would share Ronald J. Grele's
belief diat oral histories have even greater values. One of die nation's foremost oral
historians, Grele said in die first essay to appear in this series in September 1987 that
oral histories "can also be used to discover unfolding consciousness, to document the
varieties of ideology, the creation of meaning, and the more subjective aspects of his-
torical experience."1 We hope this series has stimulated interest in exploring these
possibilities.
Michael A. Gordon
University of Wisconsin-Milwaukee
Lu Ann Jones
East Carolina University
• Ronald J. Grele, "On Using Oral History Collections: An Introduction," Journal ofAmtrican Hi*9 '
(Sept. 1987), 570.
The September 11, 2001, Oral
History Narrative and Memory
project: A First Report
Mary Marshall Clark
One of the dilemmas in the debate over whether memory or history dominates die
interpretation of major events is that few opportunities exist to study how people
reconstruct the past before a dominant public narrative has been created by diose who
have a vested interest in defining the political meaning of events. Oral historians have
often claimed that the lived experience of history is more complex than subsequent
interpretations reveal. Rarely do we have the opportunity to document the historic
evidence of that complexity through first-person interviews collected close to a histor-
ical event that has the power to transform our ideas about history. As a result, debates
over the relationships between memory and history and between individual and col-
lective memory often remain abstract and theoretical. In the case of an episode such as
I the terrorist attacks of September 11, 2001, which immediately stirred a public debate
I over the ultimate significance of the events for American history and foreign policy,
die stakes over how and by whom memory is shaped were particularly high.
Given the nature of the attacks and the need for government response to them, it is
no surprise that an official public interpretation of the meaning of September 11 was
generated soon after the events occurred. This dominant account portrayed a nation
unified in grief; it allowed government officials to claim that there is a public consensus
that September 11 was a turning point in the nation's history that has clear implications
for national and foreign policy. It is important to remember that this consensus was
constructed not by those who lived through the terrorist attacks and their aftermath,
but by those who observed it and had political reasons to interpret it as they did.
Columbia University's Oral History Research Office and the university's Institute for
Social and Economic Research and Policy created the September 11, 2001, Oral His-
tory Narrative and Memory Project within days of the attacks to explore a variety of
memories and interpretations of the events and their aftermath that we believed could
only be constructed over time through personal accountings of the catastrophe. Peter
Dearrnan, a sociologist interested in the formation of identity in the wake of such
Mary Marshall Clark is director of the Oral History Research Office, Columbia University.
The Journal of American History September 2002 569
 U.S. DEPARTMENT OF TRANSPORTATION
Ftderal Aviation Administration
FAA REGIONAL BOUNDARIES
Including Locations of Rtglonal Haadquarttra and Cantara

KANSAS CITY

LOS ANGELES

• Regional Office

( A l a s k a n Reoion £ Mike Monroney

Aeronautical Center

O Federal Aviation
Administration
1 Includes Puerto Rico,
Technical Center
the Republic of Panama
andthe Virgin Islands
— Regional Boundary
2 Includes Wake, Samoa,
£ National Headquarters
and Guam.
 The front
July-August, 2002 National weather Service Central Region
*•*
Volume l Number 4

Air Traffic Control System Command Center

Minimizing weather impacts efficiently and safely
Jim Roets, Lead Forecaster
Aviation Weather Center
Nestled within the high-tech corridor
of Northern Virginia, just outside of
Washington, Dulles International Airport,
is the nerve center for air traffic opera-
tions in the United States. Called the Air
Traffic Control System Command Center
(ATCSCC), it occupies one section of a
building owned by EDS, Incorporated - a
technology giant and a government con-
tractor for military and other agencies for
data services.
Once inside the building, I was struck
by the massive screen displays in the front
of the room. The main control room itself
is fairly large and contains several dozen
people all performing tasks designed to
Keep air traffic in this country moving
without delay. Their job is massive. With
five- to six-thousand aircraft in the air at
any given time during the peak air traffic
periods, the ATCSCC must react to any
one of myriad complex interactions
caused by weather, equipment outages, In this issue:
security concerns, and the push of traffic,
in order to keep the traveling public on
their way to their destinations safely and
efficiently.
The role of the ATCSCC is to man- ATCSCC - Getting the traffic
age this flow of air traffic within the con-
tinental United States. The ATCSCC has around the weather.
been operational since 1994. There are
many support components that aid in the
successful balance of air traffic demand
with system capacity. They are:
Airport Reservation Office (ARO)
CCFP - Meteorological Med-
The The Airport Reservation Office iators make the NAS
(ARO) processes all requests for IFR more efficient.
operations at designated high density traf-
fic airports and allots reservations on a
first come, first served basis.
The high density traffic airports are:
John F. Kennedy International
La Guardia
Chicago O'Hare International Signatures for clear air turbu-
Ronald Reagan Washington National lence - A view from
22,500 miles

Color weather radar arrives

at ARTCC sectors

Mission Statement

To enhance aviation safety by

increasing the pilots' knowledge
of weather systems and processes
Figure 1. The main operations room at the ATCSCC is a high tech overview of the NAS. and National Weather Service
Air Trafflce Control Specialists work out alternative routing for the high volume of air products and services.
traffic that is frequently disrupted by thunderstorms.
1
Traffic Services http://wwwl.faa.gov/ats/atsmgmt.hl

Home Site Map What's New DOT Ask FAA

Aviation Safety I Traveler Briefing I Newsroom I Regulatory/Advisory I Certification I Air Traffic I

Air Traffic Services - ATS

SENIOR MANAGEMENT
Steven J. Brown

Associate Administrator for Air Traffic Services

Associate
Administrator for As the Associate Administrator for Air Traffic Services, Steve Brown manages the 35,000 air tn
Air Traffic Services controllers, maintenance and software technicians, flight inspection pilots and administrative p«
who are responsible for the day-to-day operation of the nation's airspace system. Air Traffic Se
employees provide air traffic control through 579 facilities as well as maintaining the National A
Deputy Associate System (NAS) infrastructure. The US air traffic control system is the world's largest, currently h
Administrator for over 150 million operations a year, carrying an estimated 695 million passengers in 2000. Air T
Air Traffic Services Services also maintains terminal instrument flight procedures and airway segments, conducts f
inspections nationally and internationally, assigns and protects the aeronautical radio frequenc
in air traffic control, and evaluates the modernization of the NAS infrastructure.
Director, Air Traffic
Service Prior to his 1998 appointment at the Federal Aviation Administration (FAA), Mr. Brown was the
of the National Aeronautic Association (NAA). The NAA consists of more than 100 corporate m
the aerospace industry and is the nation's oldest aviation organization. Prior to becoming Presi
Deputy Director, NAA, Mr. Brown was senior Vice President of Government and Technical Affairs at the 350,00(
Air Traffic Service Aircraft Owners and Pilots Association (AOPA). He managed the AOPA government affairs prc
the Federal, State, and local levels, served as AOPA's leading lobbyist, and directed the assoc
international activities.
Director,
Terminal Business Previous to his current position, Mr. Brown served on the Board and chaired the Finance Comr
Service RTCA, Inc. and also served on the FAA Administrator's ad hoc task force on ATC Modernizatic
served as Chair of the FAA's Aviation Rulemaking Federal Advisory Committee and was a mer
Director, Airway the FAA Committee for Free Flight Implementation. Additionally, he was the designated repres*
Facilities Service for general aviation on the International Civil Aviation Organization's (ICAO) FANS Committee
served on numerous industry advisory committees to both the Secretary of Transportation and
Administrator.
Deputy Director,
Airway Facilities Prior to joining AOPA, Mr. Brown was a faculty member at Texas A&M University where he tau
Service number of aviation-related courses. He previously worked for the Texas Aeronautics Commissi
was also employed as an air taxi pilot and full-time flight instructor.

Director, Air Traffic Steve Brown is a graduate of the executive management programs at Pennsylvania State Univ
System the University of Virginia and is a qualified Aviation Accident Investigator certified by the Univei
Requirements Southern California. Steve holds a bachelor's degree in Business Management and a master's
Service Industrial Education.

James Hevelone As a pilot, he has flown more than 3,000 hours over the past 25 years and is certified as a com
Deputy Director, Air pilot and flight instructor. He also has instrument, seaplane, and glider ratings. Steve and his w
Traffic System own and maintain a single-engine aircraft.
Requirements
Service

Director, Office of

4/4/03 7:26 AM
'1'raffic Services http://wwwl.faa.gov/ats/atsmgmt.hl

System Capacity

(Vacant) Peter H. Challan

Deputy Director,
Office of System Deputy Associate Administrator for Air Traffic Services
Capacity
FAA Administrator Jane Garvey appointed Peter H. Challan acting Deputy Associate Administr
Air Traffic Services in July 1999. Peter Challan began his career in 1970 as a field civil enginee
Director, Office of FAA Eastern Region working in the Airway Facilities Division. From 1973 to 1983 he held the p
Independent Supervisor in the Field/Office Facilities and Equipment Branch, assuming greater responsibility
Operational Test September 1983 he was appointed as the Supervisor, Terminal/EnRoute Section. In February
and Evaluation was appointed acting Manager, Construction Engineering Branch.
Joe Schanne In February 1989, he moved to Washington DC and was the Headquarters Program Manager 1
Deputy Director, new Denver Airport. From July 1990 to August 1993, Mr. Challan was the Program Manager, T
Office of Air Traffic Control Automation under the Associate Administrator for System Engineering and
Independent Development. In August 1993, Mr. Challan was named the Program Manager and in April 199f
Operational Test appointed the Integrated Product Team Lead for the Voice Switching and Control System Prog
and Evaluation March 1996, Peter Challan was appointed Deputy Director, Office of Air Traffic Systems Deveh
under the Associate Administrator for Research and Acquisitions. Before assuming his new po:
was the Director, Office of Air Traffic Systems Development.
Director, Runway
Safety Program Peter Challan received his B.S.E and B.S.C.E. from City College in New York. He is a registers
Professional Engineer.

Mr. Challan is a resident of the District of Columbia, an avid gardener and a novice golfer.

Biff G. Peacock

Director, Air Traffic Service

Bill Peacock was appointed Director, Air Traffic Service in January 2001. Since February 2000.
served as the Program Director for Air Traffic Tactical Operations, which provides leadership a
strategic direction to the air traffic control system. Prior to this appointment, Bill Peacock serve<
New England Air Traffic Division Manager.

Bill Peacock served in the federal service for over 29 years. He began his air traffic career with
25 years ago.

Bill has been very active in Personnel Reform and received the Hammer Award for Task Force
1996. In 1994, he received the Administrator's Award for Excellence in EEO, and in 1995, he r<
the Associate Administrator's Team Award. A graduate of Embry Riddle Aeronautical Universit;
attended the Kellogg Executive Program, the Federal Executive Institute, and is a private pilot <
instrument rating.

Jeff Griffith

Deputy Director, Air Traffic Service

Jeff Griffith became the Deputy Director of Air Traffic at the Federal Aviation Administration in

4/4/03 7:26 AM
 Page 1 of 1

oston

lantic City
shington DC

• Regional Office
» Mike Monroney
Aeronautical Center
• FAA Technical Center
National Headquarters

http://www2.faa.gov/ats/aaf /asr/images-2/faamap.6IF 6/13/2003

 ,Tic control system" nerndon "deportment of de«^8«»yg://Content.76/http://M/ww.lexis.com/...SIbz4_md5=650c59dae011btOf9f704d504bl339b2

Source: News & Business > News > News Group File, Most Recent Two Years ©
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Business Wire December 17, 2001, Monday

Copyright 2001 Business Wire, Inc.

Business Wire

December 17, 2001, Monday

DISTRIBUTION: Business Editors

LENGTH: 972 words

HEADLINE: 11 Airplanes Astray On September 11, According to Exclusive Aviation Week & Space
Technology Report On FAA Air Traffic Control Command Center

DATELINE: Dec. 17,2001

BODY:
Suspicions Lead To Nationwide Grounding

An exclusive examination of the activities at the FAA air traffic control command center on September 11
reveals that in the minutes following the attack on the World Trade Center, 11 airplanes had either flown off
course or were out of communication, leading the FAA to ground all air traffic for the first time in US history.

The in-depth analysis, in the December 17 issue of Aviation Week & Space Technology, also reveals the air
traffic control system responded quickly, decisively, professionally and with surprising cooperation among
government and industry groups.

Just minutes after the second of two hijacked airliners had flown into the World Trade Center at 9:03 a.m.
EOT the air traffic control command center in Herndon, Va., asked field facilities to advise it of any aircraft
that weren't in communication or were flying unexpected routes. The facilities reported 11 such aircraft,
according to AW&ST. As the reports of unusual operations grew, Herndon issued a ground-stop order at 9:26
a.m. "We just thought, OK, enough is enough, let's keep them on the ground and see what we've got," Linda
Schuessler, manager of tactical operations at the command center told AW&ST.

Two of the 11 aircraft were American Airlines Flight 77, which was flown into the Pentagon at 9:41 a.m., and
United Airlines Flight 93, which crashed in southwestern Pennsylvania at 10:10. The anomalies that caused
controllers to flag the other nine aircraft were explained later to Herndon's satisfaction. "We followed up on
that, at the end of the day and the following day," said Schuessler, "People here continued to say (they had) a
little discomfort about the information (they) received. We followed up with the security people and got enough
information that the specialists here felt very comfortable that they understood the situation." One of the nine
aircraft was identified in later press reports as a Delta Air Lines transcontinental flight out of Boston. The FAA
declined to provide information about any of the nine for the AW&ST report, however. An agency official told
AW&ST the FAA has no open issues regarding the flights with respect to ATC, but it doesn't know their status
in the FBI's criminal investigation of the September 11 terrorist attacks.

The AW&ST report tracks the timeline of activities at the control command center, beginning with normal
morning staff and industry meetings, then immediately bringing in FAA headquarters office, the secretary of
transportation's office and other agencies in the minutes following the first attack.

The first indication of trouble began when the national operations manager, in charge of supervisors and ATC
specialists on the command center's operational floor reported a possible hijacking in progress. In a stroke of
luck, the Department of Defense was represented at the control command center. The Pentagon staffs the
center only three days per month for refresher training to coordinate priority aircraft movement during warfare
or emergencies, and September 11 happened to be one of those days.

John Carr, National Air Traffic Controllers Association president, told AW&ST the air traffic controllers landed

1 of 2 4/15/03 9:08 AAA

 Statement of Cl audio Manno
Assistant Under Secretary for Intelligence
Transportation Security Administration
before the
Senate Select Committee on Intelligence
and
House Permanent Select Committee on Intelligence

October 1, 2002

Mr. Chairman and Members of the Select Committees, I am pleased to represent the
Department of Transportation and participate in your joint inquiry into the performance
of the intelligence community concerning the September 11, 2001, terrorist attacks
against the United States. My statement addresses questions posed in your letter of
invitation.

You asked about the policies and procedures in place at the Department to receive and act
on intelligence information from the Intelligence Community and law enforcement
organizations concerning terrorism. It is helpful to look at this issue first in terms of how
intelligence relating to terrorism flows from producer agencies of the Intelligence
Community to the Department of Transportation (DOT), including the Office of the
Secretary, the Federal Aviation Administration (FAA) and the Transportation Security
Administration (TSA). The second part of the process concerns how (and how much)
information from the Intelligence Community is passed to state and local law
enforcement agencies, as well as the private sector.

The mechanisms for passing information by the Intelligence Community (1C) to DOT arc
well established. DOT (including the Office of the Secretary, FAA and TSA) identifies
and updates its intelligence needs in detailed "statements of intelligence interest" or
"reading requirements," which the 1C producer agencies keep on file to determine which
products (both raw intelligence and finished products) DOT receives. To help ensure that
the Intelligence Community agencies share pertinent intelligence fully with DOT, section
111 (a) of the Aviation Security Improvement Act of 1990 (P.L. 101-604) required "the
agencies of the intelligence community [to]... ensure that intelligence reports
concerning international terrorism are made available . . . t o . . . the Department of
Transportation and the Federal Aviation Administration." The agencies responsible for
producing most of the intelligence DOT receives on terrorism are the Central Intelligence
Agency (CIA), the Department of State (DOS), the Federal Bureau of Investigation
(FBI), the National Security Agency (NSA), and the Defense Intelligence Agency (DIA).

DOT, especially through TSA, is a full and active participant in the national
counterterrorism and law enforcement communities by virtue of its relationships with
these agencies. A full-time CIA liaison is posted to the Secretary's Office of Intelligence
and Security, and that office has established a part-time liaison position at FBI. FAA has
also provided a DOT liaison officer to the National Infrastructure Protection Center at
FBI. TSA's Transportation Security Intelligence Service (TSIS) maintains full-time
Fact Sheet: Chronology of Events on September 11, 2001 (August 2002)

FAA News
Federal Aviation Administration
Washington, DC 20591

FOR IMMEDIATE RELEASE

Date: August 1 2, 2002
Contact: William Shumann
Phone: 202-267-3883

0800. American Airlines Flight 1 1 , a Boeing 767 with 92 people on board, takes off from Boston Logan airport for Los
Angeles.

0814. United Air Lines Flight 175, a Boeing 767 with 65 people on board, takes off from Boston Logan airport for Los
Angeles.

0821 . American Airlines Flight 77, a Boeing 757 with 64 people on board, takes off from Washington Dulles airport for Los
Angeles.

0840. FAA notifies the North American Aerospace Defense Command's (NORAD) Northeast Air Defense Sector about the
suspected hijacking of American Flight 1 1 .

0841. United Air Lines Flight 93, a Boeing 757 with 44 people on board, takes off from Newark airport for San Francisco.

0843. FAA notifies NORAD's Northeast Air Defense Sector about the suspected hijacking of United Flight 175.

0846. (approx.). American Flight 1 1 crashes into the north tower of the World Trade Center.

0902. (approx.). United Flight 1 75 crashes into the south tower of the World Trade Center.

0904. (approx.). The FAA's Boston Air Route Traffic Control Center stops all departures from airports in its jurisdiction
(New England and eastern New York State).

0906. The FAA bans takeoffs of all flights bound to or through the airspace of New York Center from airports in that Center
and the three adjacent Centers - Boston, Cleveland and Washington. This is referred to as a First Tier groundstop and
covers the Northeast from North Carolina north and as far west as eastern Michigan.

0908. The FAA bans all takeoffs nationwide for flights going to or through New York Center airspace.

0924. The FAA notifies NORAD's Northeast Air Defense Sector about the suspected hijacking of American Flight 77. The
FAA and NORAD establish an open line to discuss American 77 and United 93.

0926. The FAA bans takeoffs of all civilian aircraft regardless of destination - a national groundstop.

0940. (approx.). American Flight 77 crashes into the Pentagon.

0945. In the first unplanned shutdown of U. S. airspace, the FAA orders all aircraft to land at the nearest airport as soon as
practical. At this time, there were more than 4,500 aircraft in the air on Instrument Flight Rules (IFR) flight plans.