Addendum added Feb 27, 2014
Here are links that provide additional insight into my work on the UA 93 story.
A correspondent recently contacted me to discuss the relationship of United Airlines flight 93 (UA 93) and Gofer 06, the Minnesota Air National Guard C130H. The correspondent speculated that there was an important relationship which was crucial to an incident time of 10:06 for UA 93. The 10:06 time was an extrapolation from seismic data by a single individual who, when queried by the 9-11 Commission Staff, agreed that the seismic data was not conclusive concerning UA 93.
Nevertheless, the correspondent concocted this explanation:
I need to review the testimony of C-130 pilot Captain Steve O’Brien before the 9/11 Commission. What he had to say is highly relevant. Why? Simple. That morning, O’Brien had a bird’s eye view of the Shanksville crash site – and was in position at the right moment to be a witness to whatever happened at 10:06 AM, which is the crash time indicated by the seismic signal.
At that very moment, he was in the cockpit of his C-130 looking straight at the crash site from 24,000 feet, after being prompted by the Cleveland ATCs.
Are you aware of what O’Brien told the commission? Do you know if his testimony has been released? I have searched for it without success. Did the commission ask him what he saw at Shanksville?
The issue looks to be of primary interest, because it does appear that someone tampered with the 20-page transcript of the real time conversation that O’Brien had with ZOB Cleveland ATCs, on the morning of 9/11.
I believe that transcript offers some powerful clues about what transpired. I am attaching the file below. It’s pretty big — apologies for the size. Or you can download it at [http://www.911datasets.org/]
The file includes a number of transcripts. The relevant ATC transcript has 20 pages. The key page is 18 of 20. You will notice that at 1405:45 O’Brien mentions that he sees smoke at the site. But, notice, he says the smoke is at 3,000-5,000 feet. There is no indication it rose from the ground, i.e., from a crash. This is an extremely important detail, as we shall see.
Then, after 1406:27, something strange happens. Four minutes of the transcript, from 1407-1411, appears to have been deleted. It’s gone!
Why do you think?
Could it be because O’Brien saw the unspeakable, i.e., saw a cruise missile crash at 10:06 AM — and reported this to the ATCs? This observation, had it been reported to the commission and/or made public, would have exposed the entire official 9/11 story as a HUGE lie, and at the same time would have revealed a criminal conspiracy in the act of “cleaning up” flight UAL 93, which had turned into a fiasco.
I now suspect that the Shanksville witness [redacted] saw a cruise missile just before it crashed — not a UAV. She told me it was “tubular” and “cylindrical” and had fins — but no wings. This sounds like a missile.
But why a cruise missile? Well, if the perpetrators decided to terminate UAL 93 by detonating explosives which had been pre-planted on the aircraft — they still needed a crater in the ground to serve as the basis for a cover story that UAL 93 had crashed, when in fact it was exploded at 3-5,00 feet.
Any help you can provide in locating O’Brien’s testimony before the commission would be greatly appreciated.
Sincerely for 9/11 truth,
I interviewed Lt Col O’Brien by telephone. The interview has not been released, according to the National Archives. My contact there reports that they have found a pointer to the interview and they will have it reviewed for release. I do not recall if the report of interview was an MFR or a recording.
O’Brien was asked the key questions. Did he at any time at all see a military aircraft and/or any evidence of a missile? Was he armed, had his C130H ever been armed, had any C130H model ever been armed? O’Brien responded in the negative to that round of questions.
I have again reviewed the transcript, the radar, and the audio files. The correspondent distorted the story. O’Brien never had a birds eye view. He was never prompted by air traffic control. He initiated the report of smoke. He was briefly considered as a candidate aircraft to circle the crash site but was not so tasked. A civilian aircraft was vectored to circle the crash site and provide GPS coordinates.
This is an old story, recycled. Now is a good time to set the record straight.
Air Traffic Control Communications
The tape of interest is file 148-911-03003840k.s1, the Cleveland Air Traffic Control Center tape of Imperial Sector for the period 1340-1418 UCT (0940-1018 EDT).
Gofer 06 checked in, routinely, shortly before 10:03 EDT reporting an altitude of “two four zero” (24,000 feet.) Here is that exchange.
A minute later, air traffic control turned Gofer 06 to a heading of 030 (North North East) away from the projected path of UA 93. Concurrently, Cleveland Center was losing UA 93 on radar, telling Gofer 06 that he was heading east, but now turned to the south.
The radar clearly shows the turn to the south to be the plunge to earth. UA 93 impacted during this conversation with Gofer 06.
Over a minute later, Gofer 06 was told he would be run north about 26 miles before a return to original heading. Gofer 06 then volunteered a report of black smoke at his “9 o’clock” (easterly). The pilot could not tell if the smoke originated from the ground or from the air. Air traffic control was satisfied with the report and cleared him “direct Dryer,” about 10:06. The radar shows that Gofer 06 did return to original heading at that time.
None of O’Brien’s report or subsequent conversation with air traffic control correlates to a speculated crash time of 10:06. It is clear from this primary source information that UA 93 was down well before that time. O’Brien was not queried further by air traffic control about anything that might have happened in the 10:06 time frame.
The Next Five Minutes
The Correspondent claimed, “Four minutes of the transcript, from 1407-1411, appears to have been deleted. It’s gone!” That is a misinterpretation of the transcript. Here is what the certified transcript (ZOB-ARTCC-287 N591UA(UAL 93) for Imperial Sector actually contains:
1406:27 GOF06 ok direct dryer gopher zero six
1411.11 UNKN (unintelligible)
Here is the actual audio for that nearly five-minute period during which there were no transmissions. All the transcriber was doing was noting, for the transcipt record, the minutes that were passing with nothing to transcribe.
Crash Site Confirmation, Gofer 06 Considered, Not Tasked
Once Gofer 06 returned to original heading its path took it a few miles north of the crash site. The controller advised another controller that he could vector Gofer 06 to verify the crash site. This next conversation, an internal one at Cleveland Center, confirms that Cleveland had used a different plane and that the “lat long” of the crash site had been verified.
Grounding all flights
The order by the FAA’s Air Traffic Control System Command Center to ground all airplanes played out differently at different locations. The emphasis was on grounding commercial traffic. There was initial confusion as to whether or not the order pertained to military and emergency response aircraft. Here is how that order played out in the airspace controlled by Cleveland Center that included Gofer 06.
After that internal Cleveland Center conversation, the controller thought that he should ask Gofer 06 why he was still in the air. Gofer 06 responded, no one told me to land. Gofer 06 then asked if anyone else was in the air. The last thing heard on the tape is the Cleveland controller telling Gofer 06 that “he would expand,” meaning he would zoom out so his scope would display a larger area.
Grounding of All Traffic, A Comment
One air traffic control facility posed a direct question about the status of military and emergency response flights. I believe the question came from National TRACON and that the answer was that such flights would be allowed. I will update with that audio clip when I find it.
At no time was Gofer 06 told to land, nor were other military aircraft in the air. The only specific restriction to all flights, regardless of status, was a warning not to enter Class B airspace in the DC area. Those warnings started after 10:05 EDT.