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NORAD Tapes

well, i think one would have to get info on whether the tapes are unaltered, uninterupted or not from the horse's mouth.

TAM:)
 
gumboot:

When you have all of the tapes synched up, are you planning to compile them as one master *.wav? If so, I think having a copy, or providing MikeW with one would be a great idea.

TAM:)
 
First 2 hours (would correspond to 830AM to 1030AM on 9/11/2001) for the following tape recording:

DRM1 DAT2 Channel 8 ID2 TK
----------------------------
0:57:09
1:09:03
1:12:28
1:14:06
1:14:56
1:20:11
1:25:26
1:33:50
1:41:50
1:45:28
1:50:55
1:51:34
1:55:14
1:57:46

The times (times into the tape *.wav file) are the only areas of significance/worth listening to. I have not tried to transcribe them yet, but for those that do not wish to waste all of their time, these area the areas to go to to listen.

TAM:)
 
T.A.M. said:
gumboot:

When you have all of the tapes synched up, are you planning to compile them as one master *.wav? If so, I think having a copy, or providing MikeW with one would be a great idea.

TAM:)
Click to expand...


That's the ultimate goal. Whether that's actually possible or not may depend on how often you get simultaneous conversations on multiple tracks - for example in the minutes after 0837 when the call first came in from Boston ARTCC the tapes are unsurprisingly noisy with conversations on every track. Crushing them together onto a single stereo track would make it impossible to hear anything.

What I'll probably aim to do is create a multi-track export, and possibly do a stereo mix "edit" that only covers the most interesting and relevant bits of conversation.

We'll see how it goes. It's a very long slow process, and this particular task very much gets a back seat to my Dr Griffin work, a NORAD/FAA re-work, my writing, developing some film projects, and planning my summer/New Years holiday... :)

-Gumboot
 
well, definitely do not let it interfere with "Auld Lang Syne".

TAM:)
 
For the first two hours of tape, labeled:

DRM3 DAT2 Channel 24 Emerg AICC
--------------------------------
0 : 13 : 36
0:15:38
0:33:48
0:36:49
0:40:34
0:42:15
0:42:57
1:22:10
1:45:22
1:49:56
1:51:00 to 1:55:00

Not much, even at the points listed. Mainly authentications etc...

TAM:)
 
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T.A.M. said:
well, definitely do not let it interfere with "Auld Lang Syne".

TAM:)
Click to expand...


We kiwis have our own traditional New Years song... :)



1999, Taupo Bay, down on the beach at midnight with 10,000 teenagers and twenty-somethings all singing it at the top of their lungs. Awesome. :D

-Gumboot
 
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Seems like a tonne of fun. Couldn't make out the song though...don't guess it matters to much if you are there, and you know it off by heart...lol

TAM:)
 
T.A.M. said:
Seems like a tonne of fun. Couldn't make out the song though...don't guess it matters to much if you are there, and you know it off by heart...lol

TAM:)
Click to expand...


Here's a more user-friendly version...



-Gumboot
 
The tape labeled: DRM2 DAT1 Channel 20 SD2 TK has some great stuff on it from the 1:17:24 Mark onward. Very exciting, and at the same time frustrating, to hear them try and scramble jets up to get one of the hijacked planes...based on the time, I would say it had to be Flight 93 (or Delta 1989).

Definitely worth a listen. .Wav Files available at MikeW 9/11myths

Brian Negal and Col Paplinski ( not sure of spelling of either) are featured predominantly.

TAM:)

Edit: at the 1:38:28 Mark (if the tape started at 830AM EST, that would make it 10:08:28 EST) someone in the background says "We've got an aircraft reported over the white house".
 
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At 1:41:10 (10:11:10 EST)

"United 9 3 , [inaudible] Somewhere near Pittsburgh."

Harrowing.

TAM:)

Edit:

At 1:41:38 (10:11:38 EST)

"United 93 [inaudible] negative clearancy to shoot."
 
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Can someone tell me what the abbreviations mean?

DRM1 DAT2 Channel 24 AICC for example.

Thanks

TAM:)
 
3 things I heard on the stream that caught my attention.
Something about being "stepped on" ((http://www.911blogger.com/node/10978))
Click to expand...
I was laughing at people who think "stepped on" could mean something so sinister the MIB have done the unspeakable.

Turns out "stepped on" means you talked over someone else! Radio communications in air traffic control, "stepped on" means you talked while someone else talked, if you said something important it is time to say it again! Wake up 9/11 truth movement and have them get an education before they make up stupid ideas and lies. What a bunch of idiots; 9/11 truth.

I think I was banned from 911 blogger for answering questions.
 
beachnut said:
I was laughing at people who think "stepped on" could mean something so sinister the MIB have done the unspeakable.

Turns out "stepped on" means you talked over someone else! Radio communications in air traffic control, "stepped on" means you talked while someone else talked, if you said something important it is time to say it again! Wake up 9/11 truth movement and have them get an education before they make up stupid ideas and lies. What a bunch of idiots; 9/11 truth.

I think I was banned from 911 blogger for answering questions.
Click to expand...

As an ex-ATC I can confirm your definition of "stepped on" in regards to meaning speaking over someone else.

I'm surprised you pilots weren't up on that term!

BTW, they DRILL us with saying "correction" anytime we say anything incorrect and then go on to give the correct instructions.

I'm sure you've heard that many times from ATC, right?
 
Calcas said:
As an ex-ATC I can confirm your definition of "stepped on" in regards to meaning speaking over someone else.

I'm surprised you pilots weren't up on that term!

BTW, they DRILL us with saying "correction" anytime we say anything incorrect and then go on to give the correct instructions.

I'm sure you've heard that many times from ATC, right?
Click to expand...

Gahwd!
You mean there are people who don't understand the term "Stepped On" as it pertains to radio communications?

Obviously they have never used a CB**, as getting Stepped on was a very common occurance in high-traffic areas.


** For you non USA folks, and kids under 35, Citizen's Band (CB) radio was used aq lot in the 70's and 80's by the motorists (Mostly truckers up until then) to get information on roaqd conditions, and really used for finding where "Smokey" and other "Bears" were hiding, to aid in avoidance of speeding tickets...("Smokey" because of the big hat State Troopers in some states wear looked like the "Smokey Bear" hat)
I personally did the 395 miles from Hobbs, NM, to Ft. Worth Texas in 4:25 with the aid of such when I was young and foolish...
 
Calcas said:
As an ex-ATC I can confirm your definition of "stepped on" in regards to meaning speaking over someone else.

I'm surprised you pilots weren't up on that term!

BTW, they DRILL us with saying "correction" anytime we say anything incorrect and then go on to give the correct instructions.

I'm sure you've heard that many times from ATC, right?
Click to expand...
I hate to "step on" people, it makes you look inexperienced.
My favorite clearance from ATC was usually from GUAM Center. "You are cleared to wonder aimlessly across the Pacific", after making a request for Celestial Navigation.

I am afraid to look deeper for other terms 9/11 truth will turn into a deep CT smoking gun.
 
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T.A.M. said:
Can someone tell me what the abbreviations mean?

DRM1 DAT2 Channel 24 AICC for example.

Thanks

TAM:)
Click to expand...


I have a pretty good idea of some of them. "DAT" means "Digital Audio Tape" and is a standard 2 or 4 channel audio recording format. I would imagine the beginning of the file "DRM[x] DAT[x] Channel [x]" is a reference to which recording it is, which tape it was recorded on, and via which recorder.

Having done a bit of hunting, I can offer up the following:

MCC - Mission Crew Commander - officer in charge of the Ops Floor
ID - Identification - the ID Techs are responsible for communicating with the FAA and gathering intel about the flight.
ACWO - Aircraft Control and Warning Officer - the commander of the "Weapons Team" who handle the fighters
TT - Tracking Technician
AICC - Air Intercept Control Common (I've dug up a few variations, but basically it relates to a common command channel for communication with the interceptors)
AST - Air Surveillance Technician
SD - Senior Director (no idea what they do)

I don't know what the difference between "TK" and "Ops" are, but most of the tracks have matching pairs of TK and Ops.

-Gumboot

A few amendments are needed... this PDF is useful:

5.2.4. Aircraft Control and Warning Officer (ACWO) (13B). The ACWO is responsible to the BC (Battle Commander)
through the DO (Director of Operations). The ACWO will advise the BC on assigned sensor assets and function as the Sector's
Ground Environment Resources Manager. The ACWO ensures the Sector's operations and contingency
plans are carried out by ground environment units and provides BS E-3 employment recommendations.

5.3.1. MCC/Mission Crew Command Technician (MCCT) (13B/1C5X1). The MCC is the on-duty
representative for the Sector Commander and is responsible for the conduct of all air sovereignty/air
defense operations, training and emergency actions within the Sector during the duty shift. The MCC
will communicate directly with the CONUS RAOC ADD regarding operations IAW SAOC Operating
Instructions (OIs). The MCC will exercise sound judgment, ensuring the safe and expeditious handling
of all air sovereignty/air defense related events within the Sector. The MCC works for the SAOC
Director administratively and is operationally responsive to the Sector Commander/DO in peacetime and
BC/DO during increased alert status and exercises. The MCCT assists the MCC in supervising the
conduct of air sovereignty/air defense operations and training.

5.3.3.1. Senior Director (SD)/Senior Director Technician (SDT) (13B/1C5X1). The SD is responsible
to the MCC for battle management and the use of the fighter forces in the assigned AOR. The SD will
supervise the Weapons Director (WD) employment of resources during both daily training and
wartime/peacetime missions. The SD will coordinate with other SDs) and the MCC to ensure effective
battle management. The SDT assists the SD with the supervision of the weapons team.

5.3.4. Identification (1C5X1). The Identification Technician (IDT) is responsible to the MCC for the
identification of all traffic IAW governing regulations. The IDT monitors all tracks of special interest to
ensure they conform to the approved route/altitude of flight or reports deviations to the MCC for
appropriate action. The IDT coordinates as necessary with the appropriate air traffic control facility
regarding the identification of aircraft with the SAOC's AOR.

5.3.5.2. Air Surveillance Technician (AST) (1C5X1). The AST is responsible to the ASO for the
maintenance of an optimal air picture within the Sector's AOR. The AST is responsible for the
management of all air surveillance functions and personnel within their section.

5.3.5.5. Tracking Technician (TT) (1C5X1). The TT is responsible to the AST for performing tracking
(active and passive); height checks, if required; and manual track telling duties as assigned. The TT is
responsible for an assigned AOR.

The file also has some interesting information on NORAD proceedures (the document is for Alaska Region but I would imagine they are similar if not identical for other sectors) and also a comprehensive glossary at the end.
 
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For anyone who has interested, in listening to the NORAD tapes I've cleared up some confusion about what happened with the Otis fighters. Here's the sequence:

0825 - Boston ARTCC first suspects AA11 is a hijacking after three suspicious transmissions.

0828 - The FAA's ATCSCC (National ATC Command Center) receives word of the suspected hijack.

0832 - FAA HQ receives word of the suspected hijack.

0834 - Boston ARTCC contacts Cape Cod TRACON and asks them to request a scramble from Otis ANGB. The Director of Operations, Lt Col Duffy takes the call from Cape Cod, but is also scheduled as an alert pilot that day, so passes it on to the Squadron Commander while he and the other scramble pilot - Maj Nash - suit up.

0837 - Boston ARTCC contact NEADS and request a scramble.

0838 - NEADS order Otis to Battle Stations. The two pilots are already half way to their aircraft when the order is received, the Squadron Commander having told them to head to their aircraft while he sorts out what is going on. Although Nash is the scheduled lead pilot, Duffy takes that role as he has had previous hijack escort experience with a Lufthansa flight in 1993.

0841 - Otis achieves Battle Stations.

0842 - AA11 drops below primary radar coverage about 8nmi northwest of JFK.

0844 - NEADS decide to scramble Otis despite not having a fix on AA11.

0846 - A Scramble Order is issued for the Otis fighters and they are allocated call sign Panther 4-5 (Duffy) and Panther 4-6 (Nash). They are directed to a Z-point which is AA11's last confirmed radar contact point, about 39 mi north northeast of the WTC.

0846 - AA11 hits WTC1.

0851 - NEADS receive word that an aircraft has hit the WTC. Although Boston ARTCC are not willing to confirm it, they agree with NEADS that it is probably AA11.

0852 - The Otis fighters are airborne. They are directed to the Z-point which is 170mi away (18 mins at a cruise speed of 570MPH). However Duffy decides to fly as fast as they can (Mach 1.4 or about 900 MPH) as he has a bad feeling about the situation.

(NOTE: the Max speed of the F-15 is about 1600MPH however that is for a new aircraft in "slick" configuration (no payload), on Afterburner. The Otis fighters are old aircraft carrying weapons and three external fuel tanks which drastically lower their maximum speed. Also, with afterburner, the jets would exhaust their fuel in about 12mins)

0853 - The NEADS Senior Director (head of Weapons Team) and Mission Crew Commander decide they still want the Otis fighters down by New York until such time as the fate of AA11 is confirmed. Realising that the FAA will not allow the fighters to hold directly over the city, the SD directs them to fly down through military training airspace and hold about 10mi south of JFK just beyond Lower New York Bay - less than 20mi from the WTC.

0904 - NEADS direct a currently airborne KC10 tanker (MAYDAY 5) on a training flight in Military Training Area Whiskey 105 to position itself in the W of W-105 to support the Otis fighters.

0905 - New York Center refuse the Otis fighters entry into their airspace which is where there holding position is. This is because New York Center has just declared ATC Zero after the impact of UA175. Under ATC Zero conditions no aircraft are allowed to enter New York airspace. The FAA want the fighters to hold where they are in W-105 - 100mi + from the WTC. Their refusal may also be because the holding point for the fighters is directly in the middle of the key departure air route from JFK.

0909 - Langley are put on Battle Stations. The MCC tells the SD that he needs to put the Otis fighters over Manhattan. Presumably the FAA allows this to happen as they are over Manhattan by 0925.

0913 - A pair of KC-10 tankers (TEAM 2-2 and TEAM 2-3) are directed to W-107 to hold as support for the Langley fighters.

0921 - NEADS receive word from Boston ARTCC that AA11 is still airborne headed for Washington DC.

0924 - The fighters from Langley (Quit 2-5 and Quit 2-6) are scrambled, while the Otis fighters are on standby to chase down AA11 if a radar contact is made.

0925 - the Otis fighters - over Manhattan - are told to maintain a CAP over Washington DC and intercept any suspect contacts.
Click to expand...

Firstly, the movement of the Otis fighters becomes much clearer, and the motivation for putting them where they go (both from the NORAD and FAA's POV) begins to make sense.

It makes sense initially to scramble them to AA11's last known position.
It makes sense once AA11 has crashed to move them to a holding position near NYC.
It makes sense that NY ARTCC refused entry for the fighters as they had just declared ATC Zero.
It makes sense that with no where else to go they hold in W-105 (where their tanker is).

What also makes sense is the flying times. According to the pilots, they flew at about Mach 1.4 which was the fastest speed they could get out of their aircraft without using afterburner. According to NEADS they were carrying a weapons load of "0 by 2 by 2 by Guns, 3 Tanks" (0x AIM-7 Sparrow, 2x AIM-9 Sidewinder, 2x AIM-120 AMRAAM, 940 rounds 20mm, 3x 610gal external fuel drop tanks). These weapons loads would slow the F-15's top speed dramatically, as would the age of the airframe and engine. Typically, Air National Guard aircraft are older, and they have tighter maintenance budgets. Mach 1.4 is about 900MPH at altitude, and the travel times for the Otis fighters agree with this air speed.

A final thing of interest is that during the bustle of conversation at about 09:16 someone in the background mentions that the Air Force Search and Rescue Center at Langley AFB has deployed helicopters on a Search and Rescue Mission. This Search And Rescue mission is of course for AA77.
 
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