Category Archives: Stand-down

Boston Air Traffic Controller Says 9/11 An Inside Job

Boston Air Traffic Controller Says 9/11 An Inside Job

Paul Joseph Watson
Prison Planet
Thursday, December 14, 2006

A former Boston Center air traffic controller has gone public on his assertion that 9/11 was an inside job and that Donald Rumsfeld and the Pentagon tracked three of the four flights from the point of their hijacking to hitting their targets. In an astounding telephone interview, Robin Hordon claims air traffic controllers have been ignored or silenced to protect the true perpetrators of 9/11.

A recording of the phone conversation was posted on Google video late yesterday by the Pilots For 9/11 Truth organization.

After having acquired a background in aviation, Hordon underwent rigorous FAA training to become an air traffic controller and was posted to Boston Center where he worked for eleven years. He did not work at Boston Center when 9/11 occurred but still knows people that did who concur with his conclusions. In comparing the stand down of air defense on 9/11 and what should have occurred according to standard operating procedure, he quickly concluded on the very afternoon of the attacks that they could represent nothing other than an inside job.

"On September 11th I'm one of the few people who really within quite a few hours of the whole event taking place just simply knew that it was an inside job, and it wasn't because of the visuals, the collapses, whatever….I knew that it was an inside job I think within about four or five o'clock that afternoon and the reason that I knew is because when those aircraft did collide and then we got the news and information on where the aircraft were and where they went….if they knew where the aircraft were and were talking to them at a certain time then normal protocol is to get fighter jet aircraft up assist," said Hordon.

Hordon said that from personal experience he knew the system was always ready to immediately scramble intercepting fighters and that any reversal of that procedure would have been unprecedented and abnormal. He had also personally handled both real hijacking situations in his airspace and other emergency procedures.

"I know people who work there who confirmed to me that the FAA was not asleep and the controllers could do the job, they followed their own protocols," he stated.

Hordon said that the only way the airliners could have avoided being intercepted was if a massive electrical and communications failure had occurred which it didn't on that day, adding that there was "no way" the hijacked airliners could have reached their targets otherwise.

He highlighted the fact that only an emergency handling of aircraft protocol change on that day could have interrupted standard operating procedure and hijacking protocol. Hordon said it was unbelievable how far American Airlines Flight 11 was allowed to go off course without the appropriate action being taken on behalf of flight controllers.

"What you do is you don't wait for the judge, jury and executioner to prove it's an emergency, if things start to go wrong you have the authority to simply say I am going to treat this craft as if it is an emergency, because if everybody's wrong then fifteen minutes later no big thing."

Hordon emphasized that the debate has deliberately been channeled by NORAD and the government to focus on reactions to hijackings, when the real issue is the emergency condition of the aircraft well before a hijacking is even confirmed.

He went on to explain how as soon as the hijacking of Flight 11 was confirmed at around 8:24am, the entire system, from every FAA center coast to coast, to the Pentagon, to the President were informed and knew of the hijacking.

"The system now had to make some phone calls and call up Rummy's Pentagon and Rummy's Pentagon is the one that would then make the decision."

"Well, Rummy's Pentagon on American 11 didn't answer the phone, neither 175, didn't answer the phone and they didn't answer the phone until they were absolutely embarrassed into answering the phone somewhere along the flight of United 93 and American 77 – first formal contact was at this particular time," said Hordon.

"That is all distractionary, that is all designed to keep people off the focus – the real focus is what the air traffic controller did immediately upon seeing that American 11 was in trouble and what we do as air traffic controllers is we get eyes and ears on this flight."

Hordon underscored the fact that after the confirmed hijacking of Flight 11, the entire FAA system would have been on full alert and obsessively watching the skies for any unusual activity, and that such activity as the hijacking of Flight 77 would have been immediately reported to supervisors instantaneously, as well as being continually tracked.

"If the air traffic controller were going by emergency procedures which he is trained to do, he would have reached out directly to ADC (NORAD) and say what do you see?" said Hordon.

This highlights the absurdity of Dulles controllers mistaking Flight 77 for a fighter jet as it approached Washington as was reported, and the plane's over 40 minute uninterrupted journey to the Pentagon after a hijack was confirmed.

Hordon debunked the recent Vanity Fair piece that whitewashed NORAD's response as a consequence of confusion and the supposition that NORAD needs exact flight coordinates to enact any kind of response, and that the planes were supposedly invisible to radar and couldn't be tracked properly.

"It's very clear now through testimony and documents given to us by the federal government that indeed….the Boston Center actually tracked American 11 as a primary target after it lost its radar, after it lost its transponder, all the way to World Trade Center," he said.

"Further information indicates later the NORAD radars had it tracked….the bottom line of the story is that all of those aircraft were always tracked all the time by the FAA air traffic control centers," said Hordon, pointing out that information showing air traffic controllers tried insistently to alert military command structures is being locked down because it points to finger of responsibility to Donald Rumsfeld and the Pentagon, who were also tracking all the aircraft from the point of hijacking to the impact on their targets.

This is the reason why, as Hordon stated, that we don't have complete access to flight data recorders and FAA tapes, which in the case of a conversation between six New York Air Route Traffic Control Center controllers was ordered to be shredded, because if studies of that evidence were undertaken it would become very clear as to who was really behind the attack.

"What they did is they cherry picked transmissions, communications and statements made all on these four flights that were able to paint and write a story that the public would look at and so ooh wow, this really happened – but it wasn't factual, it was a story and it tell not tell anything other than what the high perps wanted the public to hear – they cherry picked this information," said Hordon.

Hordon ended by saying that only with the testimony from the dozens of flight controllers who have been silenced or ignored would the true story about who carried out 9/11 begin to emerge.

Surface-to-air missiles at the Pentagon

Written Transcript
9-11 and the Public Safety :
Seeking Answers and Accountability

Meeting held in Washington, D.C. on June 10, 2002 at the National Press Club

John Judge:… My parents were civilian Pentagon employees for thirty years. My mother was five levels above top security under the Joint Chiefs. I grew up in the Pentagon. I spent time as a child in the Pentagon….

Another quote that came out September 23rd in Newsday from the Air Force Lieutenant Colonel, Vick Warzinski [Ed: sp?], he says that it’s simply not – that they simply weren’t capable of understanding that the plane was heading our way. They weren’t aware. They simply weren’t aware that the aircraft in question was heading our way and I doubt that prior to Tuesday’s events anyone would have expected anything like this. Now I arranged a demonstration called A Day Without the Pentagon in the late 1990’s to march from the National Cemetery to the Pentagon to contest the bloated military budget and cutting it – What A Day Without A Pentagon Budget, in other words. I wasn’t suggesting we get rid of the Pentagon by an explosion but I was saying what would it mean if we took one day of the Pentagon’s budget and put it into social services. And we marched across. Now I had to negotiate that with about 16 different police agencies here in DC. And I was taken, by the head of security at the Pentagon, into the Pentagon building. I was walked through the area where the Joint Chief’s have lunch and I was taken out to the grounds in the parade area where we were going to be. And he said, "You can’t come up any further than this wall." Well the wall was at the end of an area that doesn’t come up to the steps. And I said there had been a Supreme Court decision in the 1970’s that demonstrations could come all the way up to the steps. And he said, "You can’t do that now because we are on delta alert." And I said, "What’s that?" And he said, "It’s our highest form of alert." And I said, "Why are you on alert?" And he said, "We’re getting bomb threats every day from the Muslims." And he said, "And we have this constant alert and you can’t come any closer for security reasons." And then he pointed up at the top of the building and he said, "We have radar up there watching to see if any planes are coming into the building." And he said, "We have photographic equipment and look at the skies with the videos and we’re going to be taping your demonstration." And I said, "That’s nice, can we get a copy?" This was the late 1990’s. Did they go back to sleep? They have the equipment to know something’s coming…

In addition to that, my parents used to take me to lunch during the day in the center area of the Pentagon in the courtyard in the middle. And I remember asking my father when I was young what certain things were there. And there were surface to air missile batteries in that area that defend the building.

Federal Aviation Administration (FAA) Standard Intercept Procedures

Federal Aviation Administration (FAA) Standard Intercept Procedures

Mark Elsis (

It is a fact that standard intercept procedures for dealing with these kinds of situations are totally established, in force and online in these United States 365 days a year, 7 days a week, 24 hours a day.

Regarding rules governing IFR requirements, see FAA Order 7400.2E

‘Procedures for Handling Airspace Matters,’ Effective Date: December 7, 2000
(Includes Change 1, effective July 7, 2001), Chapter 14-1-2. Full text posted at:

Guide to Basic Flight Information and Air Traffic Control (ATC) Procedures,’
(Includes Change 3, Effective: July 12, 2001) Chapter 5-6-4 "Interception Signals"
Full text posted at:

FAA Order 7110.65M ‘Air Traffic Control’ (Includes Change 3, Effective: July 12, 2001), Chapter 10-2-5 "Emergency Situations" Full text posted at:

FAA Order 7110.65M ‘Air Traffic Control’ (Includes Change 3, Effective: July 12, 2001), Chapter 10-1-1 "Emergency Determinations" Full text posted at:

FAA Order 7610.4J ‘Special Military Operations’ (Effective Date: November 3, 1998; Includes: Change 1, effective July 3, 2000; Change 2, effective July 12, 2001), Chapter 4, Section 5, "Air Defense Liaison Officers (ADLO’s)" Full text posted at:

FAA Order 7610.4J ‘Special Military Operations’ (Effective Date: November 3, 1998; Includes: Change 1, effective July 3, 2000; Change 2, effective July 12, 2001), Chapter 7, Section 1-2, "Escort of Hijacked Aircraft: Requests for Service" Full text posted at:

‘Chairman of the Joint Chiefs of Staff Instruction 3610.01A,’ 1 June 2001, "Aircraft Piracy (Hijacking) and Destruction of Derelict Airborne Objects," 4. Policy (page 1) PDF available at:

The Air National Guard and Air Force air defense units of the United States were prohibited from carrying out their standard intercept procedures as detailed above on the morning of 911; after they had received the alerts from ATC and FAA. Absolutely no executive-level input of any kind is required for standard intercepts to be scrambled.

There wasn’t any indication in any alerts received by air defense units that "shoot-downs" may be required as opposed to intercepts — i.e.; that the planes were definitely under control of "hostile" forces — because ATC/FAA could not have known that.

When the first alerts were received from Air Traffic Control, all that air defense units were required to do was scramble standard interceptors to make contact with the incommunicado and off-course jets. F-16s and other fighter planes would have overtaken every single hijacked plane on September 11, before they had reached their targets. To view locations of air bases:

If, at the time of interception, it was determined the aircraft were under hostile control and likely to impact targets, high-level air defense commanders at the Pentagon’s National Military Command Center (NMCC) are fully authorized under existing and established regulations and procedures to authorize a shoot-down, in order to protect the United States of America from attack.

Yet air defense units that were ready and able on 911 at at least 35 nearby installations were ordered not to scramble interceptors: they were ordered to stand down from carrying out even the first stage of standard intercept procedures.

These orders came from the executive office of the president as well as from complicit individuals in the aforementioned NMCC.

There is no question that if these interceptors had been scrambled at the time alerts were received, they would have intercepted the hijacked planes before targets were approached in every instance.

And there is no way that the office of the President or the NMCC could have known through any standard means that these incommunicado flights required anything other than standard interceptions, because ATC and FAA alerts did not relay any such information. The alerts simply requested that standard intercept procedures be implemented and that interceptors be scrambled forthwith.

Some disingenuous excuse-makers say things like: "Well, there was no air defense response because the U.S. had no procedures for dealing with such ‘attacks,’ because the U.S. had never been ‘attacked’ this way before."

This sheer, complete nonsense: fully established procedures for dealing with intercepts of all kinds, including of hostile aircraft, existed on September 11, as detailed above.

Furthermore: when those first alerts were received from ATC/FAA, there was no mention of any "attack" and no need for "unusual" procedures. There was only a need for standard, first-stage interceptions to be scrambled, and higher authorities prevented that.

Other disingenuous excuse-makers then say: "Well, of course higher authorities stepped in, because they had to see what was going on with the whole situation, as ‘America was under attack.’ "

America was not "under attack" when those first alerts were received; certainly ATC and FAA had no way of knowing so early in the proceedings that the jets which had broken communications and gone off-course were part of any "attack."

So why did the executive branch and high-level military authorities deliberately order the air defense interceptors to stand down? Nobody could have known that early in the proceedings that ‘America was under attack"… or could they have known?

Those who ordered the stand down did know that early in the proceedings that "America was under attack" because they were complicit in the attack, and took all possible steps to ensure that the attack would take place, unimpeded by the air defense of the United States.

True patriots in this land who have sworn to protect and defend our Republic must consider these irrefutable facts and set about unswerevingly to bring these complicit individuals to justice.

As I may have told you long ago, I am a tyro at questioning the state. and such a task is not my principal activity. I am a small, specialty manufacturer who has gotten caught up in being disgusted by my government’s lies and that has caused me to look at certain events more closely than those who are thought to be responsible for that scrutiny.

As you know by now, I have also been outraged by the monstrous lies that the government has foisted on the public, with the cooperation of the press, concerning the failure of the us military to interdict and prevent the murderously damaging conclusion of 3 or 4 commercial airliners on 911.

Just by searching The New York Times archives, I found the policy and the methodology for intercepting a runaway Lear 35 [Payne Stewart’s charter]. The story clearly establishes that F-16’s were scrambled to intercept this bizjet within 25 minutes of its failure to report to controllers upon its reaching its cleared altitude of 39,000 feet. These F-16’s were scrambled only upon the loss of a radio communication: the transponder never ceased to function.

Air Defenses Stood Down On 911 After ATC Alerts Given

by R. Anderson