E4b's Word Destinations Etc., According to Andrews controllers Options

[tnemelckram]

I listened to the recently released tapes of Andrews, DCA ATCs. What the controllers and pilots say provides some information about the two E4B's and WORD31.

VENUS 22 departs about 13:19Z (9:19). They say it's a 747. It returns at about 13:54Z. This seems planned and routine compared to VENUS77 below. Nothing remarkable is said.

WORD31 departs about 13:26Z (9:29). They say it's a 747 that is heading westbound. This seems planned and routine compared to VENUS77 below. Nothing remarkable is said.

GOPHER6's take off is heard at about 13:30Z (9:30). The last instruction is to contact Washington Departure. At about 9:34 someone remarks that "the major cities are shut". It's pretty clear that the ground stop did not affect their operations, which continue without further mention of a ground stop.

At about 13:39Z (9:39) there's a sharp increase in activity and the number of ground people you can hear. A helicopter that calls itself Lifeguard Trooper 2" asks to take off and later the controller says it's on a "lifeguard mission". At 13:41Z (9:41) the controller is informed by another voice that Washington Departures are closed and stops a plane or helicopter waiting to take off to go there.

VENUS 77 departs about 13:43Z (9:43). This is the mystery 747 over the White House. At about 13:41:40 the pilot abruptly announces that he is taxing in the active runway and needs clearance to take off (although he says "please" it sounds like he does not expect to be denied clearance). The controller asks the pilot if he has a flight plan in the system. The pilot's response is that he just needs to get a clearance to Offutt at this time (in a cutting the red tape tone). The controller says that he will have clearance in a second and the pilot says he will just take off VFR and pick up the clearance later. The controller says to squak 0310. Apparently the controller's supervisor asks what's up, and when the controller says he wants to go to Offutt, the supervisor says "OK just let him go" and as to specific directions, "straight out". The controller gives the pilot hurried instructions and clearance. Then the controller calls someone called PG1 and rather dramatically says "we've got a priority - westbound NOW!!!" Next he tells Lifeguard Trooper 2 and PG1 to get out of the way. He informs Washington Departures that this 747 is on its way. Then he tells PG1 that it is OK to resume operations and apologizes, to which PG1 says "that's OK we understand". Then the controller asks "OK who else called tower" in the manner of a man who had to have his calls held. The take off sounds unplanned and everyone drops everything for it - s'cuze me, big important plane comin' through! They did a real good job when called on to execute their Armageddon drill for real.

At about 13:46Z (9:46) the controller tells PG 1 that all GA operations in the vicinity of Andrews are shut down and to let him know if he sees anything.
At 14:05Z the controller broadcasts a warning that Class Bravo airspace is closed and that intruders will be shot down. There is little activity after VENUS77 leaves.

Washington Departures (Controller Krant) now takes control of VENUS77.
Here's the chronology:

13:42Z Krant hears the Andrews Tower conversation authorizing V77.

13:44Z Krant is told the Code 0310, the ID and on VFR

13:44Z Krant asks V77 for its intentions and is told that they want to go direct to Wright Patterson AFB. Krant gives course 330 alt. 11000

13:45Z Krant asks V77 what would be direct course to Wright Patterson. The answer is 280 so Krant directs course 280 alt. 23000.

13:45Z Krant calls "London" and informs him that V77 is going direct to Wright Patterson and is a priority movement not in the system. Krant tells London that he is going to hand V77 off to London shortly and tells him that it is not necessary to put V77 into the system.

13:46Z Krant directs V77 to 340. V77 says he has a request - now he would like to set up a holding pattern 50 miles south of Washington. Krant directs V77 into a right turn to course 180 alt. 19000.

13:47Z Krant tells London that V77 is just going to hold south of Washington for a little while so London can disregard it.

13:48Z Krant calls Swan? and tells him that V77 wants to hold 50 miles south
of Washington and that it is at 19,000 but wants to go higher and hold at 25,000. He gives him the Code and call sign. There is nothing in the "machine" and its a priority mission. Swan says he sees V77.

13:49Z V77 calls Krant. V77 now wants clearance to Richmond to set up a holding pattern there. Krant authorizes V77 to proceed direct to Richmond.

13:49Z Krant calls someone called Irons and mentions a Washington 57 line while doing so. Krant has V77 8 miles east of Washington on a priority mission, going direct to Richmond and wants to hold there. V 77 is at 13,800 feet climbing to 19,000. Irons, apparently in Washington Center, says OK and authorizes 19,000 feet.

13:52Z Krant directs V77 to contact Washington Center for instructions. V77 thanks Krant for his help.

13:56Z (9:56) Someone asks Krant if he is watching V77 and he says he is. Right answer!

I was unable to find anything meaningful after Washington Center takes over. This link is to a tape of Washinton ARTCC controllers that begins with Krant's 13:49 call to Washington Center. However it mostly contains dialogue with the QUIT25 fighters.

http://www.aal77.com/faa/faa_atc/zdc/1%20Z...-1430%20UTC.mp3

Link and file names:

http://www.aal77.com/faa/adw_atc.htm

http://www.aal77.com/faa/faa_atc/adw/5%20A...-1330%20UTC.mp3

http://www.aal77.com/faa/faa_atc/adw/5%20A...-1415%20UTC.mp3

http://www.aal77.com/faa/faa_atc/dca/1%20D...-1410%20UTC.mp3

[Boonedoggled]

Here is a youtube video with the same Andrews Tower and KRANT audio recordings spliced together:

http://www.youtube.com/watch?v=dyanVIi85gQ...416015/pg1'


Here is a screen capture of the RADES data with VENUS77:

http://www.youtube.com/watch?v=6GBr9faH11w...416015/pg1'


VENUS22 is a Gulfstream 3.


One other thing to note about VENUS77. Although the air traffic controllers are calling it Venus and the flight progress strips have it labeled as Venus, its actual call sign is ADDIS77. You can hear the pilot saying ADDIS if you listen close enough.

[tnemelckram]

Hi Boone!

youtube video

This is great work. It beats listening to the entire audio files with their long silences. And I like how it ties together a depiction of the path with the speakers. I was trying to imagine how the voices synchronized with the DCA radar video and picture what the plane was doing each time someone spoke.

The flight path depiction seems to coincide with that shown on the DCA Radar Video. They don't show the plane "flying over the White House" because they don't show it entering the restricted airspace. What with perspective and all, I can understand why someone on the ground would report it as "over" when in fact it was "near".

RADES data with VENUS77

This shows that V77 did what the speakers on the tape said it was going to do, which was to fly to Richmond and circle. It seems to circle long enough to make it so that it would reach Offutt at about the same time that Air Force 1
would coming from Florida. Then it finally does what the pilot said it was going to do in the first place, which is fly west. Although this ends long before the V77 actually gets to Offutt, it appears to be flying in that direction.

The DCA Radar Video shows V77 flying off the bottom of the screen toward Richmond and is consistent with what is shown in this RADES Video. It sounds like Krant handed the plane off to Washington ARTCC, which would have taken over for most or all of the time it takes for V77 to exit the DCA Radar Video. I wanted to find Washington ARTCC communications that would corroborate the DCA Radar Video showing that the damn plane actually left the DC area like it said it was going to do. However, those communications appear to be missing in the released information. This Rades data is also corroborative, but is another computer generated video. I would prefer information of a different species for this purpose - i.e an audio and a video, an mp3 and a mpg.

VENUS22 is a Gulfstream 3.

That's indeed what the flight strips say. I listened to the video again and now think the controller was talking about WORD31 when he mentioned a 747 about to take of to an approaching plane requesting to fly along the west side of Andrews at 13:16. WORD31 was on taxiing at the same time as V22, and took off about 6 minutes afterward. The controller said the "second one will be a 747" and shortly after clearly refers to V22 as a Gulfstream. I misconstrued it and thought he was referring to V22.

Recall how the someone tells the ADW controller that he will contact him on 290 instead of being recorded? That was at about 13:11, shortly before both VENUS 22 and WORD31 took off. I wonder what that was about. It's the equivalent of PMing somebody on here instead of posting on the board where all can see. Then the two take off as if in conjunction with each other, all shortly before the plane popularly known as AA 77 enters stage left. Sinister.

VENUS77 actual call sign ADDIS77

I listened again and your right. The controllers keep calling it VENUS77 and the pilot keeps calling himself ADDIS77. This is just another example of a certain shiftiness that I noticed in the whole operation, sort of like moving the goal posts, or trying to plant disconnections in a narrative to make it hard to follow. Other examples:

1. Krant is told V77 is a 747 at least two times. He tells the controllers he passes it to that it is a "757".

2. V77's pilot tells Andrews Control that he is going straight to Offutt. Then he tells his next controller, Krant, that he is going to Offutt but wants clearance to Wright Patterson AFB in Dayton OH. It sounds like he added the option of going to at Wright Patterson after he took off.

3. Then the pilot changes all of that by asking Krant for clearance to circle 60 miles south of DC instead.

4. Finally, the pilot asks for clearance to circle over Richmond VA instead of 60 miles south of DC. Its almost like the pilot wanted wash his hands of the old civilian controllers and get a new set to circle for. That might give him an new opportunity to change some details again.

[dMz]

I found two aircraft with the "0512" transponder code attributed to the E-4B in the RADES data. See the RADES screenshot at post #16 here:

http://pilotsfor911truth.org/forum//index....&p=10765535

[Aldo Marquis CIT]

DISCLAIMER TO READERS: This information comes from "John Farmer". We have strong reason (and info to support it) to believe John Farmer is actually a gov't operative/infiltrator acting as an authoritative voice and conduit for the official story/data. The data provided by aal77.com (Farmer's site) we believe is to cause confusion regarding the flyover/away of the attack jet at the Pentagon. Essentially, they are throwing in the E4B and others as a way to confuse new researchers or supporters of CIT and our findings. Their goal, it seems, is to simply act as if this data unaltered and a complete reenactment of what happened that day-while they act as if we are crazy. This data, held for over 6 years, is now being released primarily through "John Farmer" and we believe, is a direct response or counter-measure to our very detailed research and findings. Readers beware.

[dMz]

Those are valid points Aldo, especially given J. Farmer's demonstrated tendency to delete his websites (the RADES forum first when Tume and I found the "negative velocities" in Farmer's "error bars" and more recently the 911files website). I have been working directly from the RS3 software off the CD/.ISO file recently. To alter the USAF RS3 software itself and the .ISO I obtained over 1 year ago would truly entail a conspiracy on a massive scale. I doubt whether Farmer himself realized the implications of the data back when I obtained my copy of the .ISO (Nov. 2007?), and the more recent FAA data certainly wasn't released as .ISO files. I think this fact is telling by itself.

There is fairly good evidence of P-tech software-type radar "injects" at certain times in the data based on aircraft limitations, but we have long known of the military exercises scheduled for Sep. 11, 2001. Then there is the whole issue of "highjackers" knowing where to turn off the transponders in areas of poor radar coverage.

Hole in radar coverage of CONUS, Inability of military to track aircraft
http://pilotsfor911truth.org/forum//index.php?showtopic=888

The question is- what other data do we have for that day? I seem to recall a group of ATC tapes being "erased." I'm not aware of anyone else even bothering to review any radar data (other than TN at this forum, who has been working with the FAA data).

This information should have been publicly released (and on government servers for US citizen use) years ago IMHO. Unfortunately, that is not the kind of world we live in.