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Context of '9:03 a.m. September 11, 2001: FAA Command Center Learns of Hijackers’ ‘We Have Some Planes’ Communication'

This is a scalable context timeline. It contains events related to the event 9:03 a.m. September 11, 2001: FAA Command Center Learns of Hijackers’ ‘We Have Some Planes’ Communication. You can narrow or broaden the context of this timeline by adjusting the zoom level. The lower the scale, the more relevant the items on average will be, while the higher the scale, the less relevant the items, on average, will be.

American Airlines has problems contacting the FAA’s Command Center in Herndon, Virginia, about the problems with its aircraft, according to four managers working at the airline’s System Operations Control (SOC) center in Fort Worth, Texas, on this day. Craig Marquis, Craig Parfitt, Joe Bertapelle, and Mike Mulcahy will later tell the 9/11 Commission that American Airlines has “a hard time on 9/11 in getting in touch with Herndon.” They will say that “[p]recious minutes were lost in building the communications bridge” between the SOC and the Command Center. The cause of these communication problems is unknown. (9/11 Commission 11/19/2003 pdf file) The SOC has known that there are problems on Flight 11 since 8:21 a.m., when Marquis received a call from a supervisor at the airline’s Southeastern Reservations Office in North Carolina, alerting him to a call that had been received from one of the plane’s flight attendants about the emergency taking place (see 8:21 a.m. September 11, 2001). Presumably the SOC starts trying to contact the FAA Command Center soon after receiving this call. It is known that the SOC will make contact with the Command Center at 9:16 a.m., if not earlier (see 9:16 a.m.-9:18 a.m. September 11, 2001). (9/11 Commission 8/26/2004, pp. 9, 15) Bill Halleck, an air traffic control specialist at the SOC, is at least able to reach the FAA’s Boston Center regarding Flight 11 at 8:29 a.m. (see 8:29 a.m. September 11, 2001). (9/11 Commission 7/24/2004, pp. 5, 453) The four American Airlines managers will also tell the 9/11 Commission, “In the event that the [American Airlines] SOC was aware that it was the first to know about an incident [with an aircraft], the protocol would have been for the SOC manager on duty [i.e. Marquis] to have immediately autodialed to the Herndon manager on duty [i.e. Ben Sliney] with the information.” However, the FAA “knew what was going on because of the intercepted communications from the cockpit.” (9/11 Commission 11/19/2003 pdf file) (FAA air traffic controllers have been aware of problems with Flight 11 since around 8:14 a.m., when they lost communication with the plane (see 8:14 a.m.-8:24 a.m. September 11, 2001), and they subsequently hear communications made by the hijackers on the plane, beginning at 8:24 a.m. (see 8:24 a.m. September 11, 2001). (9/11 Commission 7/24/2004, pp. 18-19) )

Pete Zalewski.Pete Zalewski. [Source: NBC]Because the talkback button on Flight 11 has been activated, Boston Center air traffic controllers can hear a hijacker on board say to the passengers: “We have some planes. Just stay quiet and you’ll be OK. We are returning to the airport.” (Johnson 11/23/2001; 9/11 Commission 7/24/2004, pp. 19) Air traffic controller Pete Zalewski recognizes this as a foreign, Middle Eastern-sounding voice, but does not make out the specific words “we have some planes.” He responds, “Who’s trying to call me?” Seconds later, in the next transmission, the hijacker continues: “Nobody move. Everything will be OK. If you try to make any moves you’ll endanger yourself and the airplane. Just stay quiet.” (Wald and Sack 10/16/2001; 9/11 Commission 6/17/2004; MSNBC 9/9/2006) Bill Peacock, the FAA director of air traffic services, later claims, “We didn’t know where the transmission came from, what was said and who said it.” David Canoles, the FAA’s manager of air traffic evaluations and investigations, adds: “The broadcast wasn’t attributed to a flight. Nobody gave a flight number.” (Murray 9/11/2002) Similarly, an early FAA report will state that both these transmissions came from “an unknown origin.” (Federal Aviation Administration 9/17/2001 pdf file) Zalewski asks for an assistant to help listen to the transmissions coming from the plane, and puts its frequency on speakers so others at Boston Center can hear. Because Zalewski didn’t understand the initial hijacker communication from Flight 11, the manager of Boston Center instructs the center’s quality assurance specialist to “pull the tape” of the transmission, listen to it carefully, and then report back. They do this, and by about 9:03 a.m. a Boston manager will report having deciphered what was said in the first hijacker transmission (see 9:03 a.m. September 11, 2001). (9/11 Commission 6/17/2004; MSNBC 9/9/2006) Fellow Boston controller Don Jeffroy also hears the tape of the hijacker transmissions, though he doesn’t state at what time. He says: “I heard exactly what Pete [Zalewski] heard. And we had to actually listen to it a couple of times just to make sure that we were hearing what we heard.” (MSNBC 9/11/2002) At some point, Ben Sliney, the national operations manager at the FAA’s Herndon Command Center, gets word of the “We have some planes” message, and later says the phrase haunts him all morning. American Airlines Executive Vice President for Operations Gerard Arpey is also informed of the “strange transmissions from Flight 11” at some point prior to when it crashes at 8:46 a.m. (Levin, Adams, and Morrison 8/12/2002) Boston Center will receive a third transmission from Flight 11 about ten minutes later (see (8:34 a.m.) September 11, 2001).

Boston flight control reportedly “notifies several air traffic control centers that a hijack is taking place.” (Ellison 10/17/2001) This is immediately after Boston controllers heard a transmission from Flight 11, declaring, “We have some planes” (see 8:24 a.m. September 11, 2001), and would be consistent with a claim later made to the 9/11 Commission by Mike Canavan, the FAA’s associate administrator for civil aviation security. He says, “[M]y experience as soon as you know you had a hijacked aircraft, you notify everyone.… [W]hen you finally find out, yes, we do have a problem, then… the standard notification is it kind of gets broadcast out to all the regions.” (9/11 Commission 5/23/2003) An early FAA report will say only that Boston controllers begin “inter-facility coordination” with New York air traffic control at this time (Federal Aviation Administration 9/17/2001 pdf file) , but the New York Times reports that controllers at Washington Center also know “about the hijacking of the first plane to crash, even before it hit the World Trade Center.” (Wald 9/13/2001) However, the Indianapolis flight controller monitoring Flight 77 claims to not know about this or Flight 175’s hijacking twenty minutes later at 8:56 a.m. (see 8:56 a.m. September 11, 2001). Additionally, the flight controllers at New York City’s La Guardia airport are never told about the hijacked planes and learn about them from watching the news. (Kelly 1/4/2004) Boston Center also begins notifying the FAA chain of command of the suspected Flight 11 hijacking at this time (see 8:25 a.m. September 11, 2001), but it does not notify NORAD for another 6-15 minutes, depending on the account (see (8:37 a.m.) September 11, 2001).

Flight controllers hear a hijacker on Flight 11 say to the passengers: “Nobody move, please, we are going back to the airport. Don’t try to make any stupid moves.” (Wald and Sack 10/16/2001; Ellison 10/17/2001; Johnson 11/23/2001; 9/11 Commission 6/17/2004) This is the third hijacker transmission from Flight 11 heard by Boston Center. Following the previous two transmissions, controller Pete Zalewski had put the plane’s frequency on speakers so that others at the center could hear (see 8:24 a.m. September 11, 2001). This is therefore the first time some of them hear the hijacker’s voice. One controller says out loud, “That is really scary.” (MSNBC 9/11/2002)

Victor Saracini.Victor Saracini. [Source: Family photo]Just after Flight 175 enters the airspace of the FAA’s New York Center (see 8:40 a.m. September 11, 2001), its pilot reports to the air traffic controller now managing the flight a suspicious transmission he had heard on departing Boston’s Logan Airport. The pilot, Captain Victor Saracini, tells the controller, Dave Bottiglia: “We figured we’d wait to go to your center. Ah, we heard a suspicious transmission on our departure out of Boston, ah, with someone, ah, it sounded like someone keyed the mikes and said, ah, ‘Everyone, ah, stay in your seats.’” (New York Times 10/16/2001; 9/11 Commission 7/24/2004, pp. 21; Spencer 2008, pp. 36) Saracini is presumably referring to one of the three radio transmissions from Flight 11, where the voice of a hijacker could be heard (see 8:24 a.m. September 11, 2001 and (8:34 a.m.) September 11, 2001). However, none of these had included the hijacker telling people to stay in their seats, as Saracini describes, although the second and third transmissions included the hijacker telling the passengers, “Nobody move.” (9/11 Commission 7/24/2004, pp. 19) Bottiglia responds: “Oh, okay. I’ll pass that along.” Referring to the fact that this was the end of the transmission he heard, Saracini adds, “It cut out,” and then asks Bottiglia, “Did you copy that?” (Gregor 12/21/2001 pdf file; Spencer 2008, pp. 36-37) This is the last radio transmission from Flight 175. The 9/11 Commission will conclude that the plane is hijacked within the next four minutes (see (Between 8:42 a.m. and 8:46 a.m.) September 11, 2001). (9/11 Commission 8/26/2004, pp. 20) According to author Lynn Spencer, since controllers are only given information on a need-to-know basis, Bottiglia was unaware there were problems with Flight 11, which has not yet entered his airspace. He touches his computer screen to connect to the hotline for his sector controller, and then reports: “UAL 175 just came on my frequency and he said he heard a suspicious transmission when they were leaving Boston. ‘Everybody stay in your seats’—that’s what he heard… just to let you know.” (New York Times 10/16/2001; Spencer 2008, pp. 36-37)

The FAA’s Command Center in Herndon, Virginia, establishes a teleconference with FAA facilities in the New York area. These facilities are the New York Center, the New York Terminal Radar Approach Control, and the Eastern Regional Office. The participants in the teleconference jointly decide to divert all air traffic that would otherwise enter the New York area, either to land or to overfly. Linda Schuessler, the deputy director of system operations at the Command Center, will later describe, “They [New York area air traffic control personnel] would continue to work what they’d been working, but we wouldn’t give them any more.” The teleconference participants’ decision does not affect takeoffs from the New York area. After the second World Trade Center tower is hit at 9:03 a.m., the Command Center will expand this teleconference to include FAA headquarters and other agencies (see 9:06 a.m. and After September 11, 2001). (Bond 12/17/2001)

At the FAA’s Command Center in Herndon, Virginia, manager John White learns of the communication apparently made by a hijacker on Flight 11, stating “We have some planes” (see 8:24 a.m. September 11, 2001), and quickly notifies the national operations manager of this. Terry Biggio, the operations manager at the FAA’s Boston Center, is relaying all the information he has about Flight 11 to the Command Center’s teleconference. In the conference room at the Command Center, White is listening in. (Spencer 2008, pp. 79-80) Because the air traffic controller monitoring Flight 11 had not understood the “We have some planes” hijacker communication, the Boston Center’s quality assurance specialist had been instructed to “pull the tape” of the transmission, listen to it carefully, and then report back. (9/11 Commission 7/24/2004, pp. 19) Having learned that the specialist has deciphered the transmission, Biggio now relays the details of it over the teleconference. Seconds later, those at the Command Center see Flight 175 crashing into the South Tower of the World Trade live on CNN. White promptly dispatches a manager to pass on the details of the transmission to Ben Sliney, the national operations manager at the Command Center (see 9:06 a.m. and After September 11, 2001). (Spencer 2008, pp. 79-80) The FAA’s New England regional office also learns of the “We have some planes” communication at this time (see 9:03 a.m. September 11, 2001). (9/11 Commission 8/26/2004, pp. 23)

Brian Meenan.Brian Meenan. [Source: US Air Force]The Air Traffic Services Cell (ATSC)—a small office at the FAA’s Command Center in Herndon, Virginia, manned by military reservists—is activated.
Officers Learn of Attacks - Three officers are currently on duty in the ATSC: Colonel John Czabaranek, Lieutenant Colonel Michael-Anne Cherry, and Major Kevin Bridges. Colonel Brian Meenan, the director of the cell, is not in the ATSC at this time, and so Czabaranek, his deputy, is currently in charge. Czabaranek, Cherry, and Bridges learned of the first attack in New York at around 8:55 a.m. when another employee at the Command Center told them to turn on CNN, because an aircraft had crashed into the World Trade Center. The three officers initially thought the crash was an accident, but realized it was not when they saw the second aircraft hitting the WTC at 9:03 a.m. They then established contact with the Air Force Ops Center.
Cell Activated, Though Timing Unclear - The ATSC is activated, although the exact time this happens at is unclear. According to Aviation Week and Space Technology magazine, the cell “quickly became a key communications node during the military’s response to [the] terrorist attacks.” (US Air Force 9/11/2001; Scott 6/10/2002) Jeff Griffith, the FAA’s deputy director of air traffic control, will tell the 9/11 Commission that “the military officers assigned to the Air Traffic Services Cell became immediately involved in coordinating FAA… Command Center actions with military elements.” (9/11 Commission 6/9/2004 pdf file) According to a chronology of the ATSC’s actions on this day, calls to activate the cell are apparently made at unspecified times following the second attack in New York and before the FAA’s ground stop (at 9:26 a.m.). These calls are made by a Lieutenant Colonel Mahoney and a Colonel Litzenberger from the Air Force Ops Center. Apparently shortly after the calls are made, Czabaranek contacts NORAD to let it know that the ATSC is “up and running.” (US Air Force 9/11/2001)
Military Cell Aided by Recently-Installed Hardware - The ATSC’s response to the terrorist attacks benefits from the fact that, six weeks earlier, the cell had a secure terminal to access the SIPRNET—the military’s classified version of the Internet—installed, along with other hardware, which significantly enhances the movement of vital information. According to Meenan, because the cell has the SIPRNET terminal, “we could immediately look at NORAD and [Defense Department] plans as they evolved; filter, package, and format them, then walk out to the [FAA] national operations manager—who had control of the entire national airspace system—and give him current visibility into… fighter, tanker, and support aircraft activities. It cut down our response time tremendously.” (Scott 6/10/2002)
ATSC Is a Bridge between FAA and Military - The ATSC is a “part-time military outfit, staffed by part-time Air Force Reserve members” who “provide a bridge between the civilian and military worlds when air traffic issues arise,” according to the Air Force Times. For example, “During a crisis, the armed forces suddenly may need to inject a large number of military airplanes into a sky that typically handles only a few hundred.” (Dorr 2000) However, Czabaranek will tell the 9/11 Commission that the ATSC is “not part of [the] FAA/NORAD hijack notification process.” (9/11 Commission 4/14/2004)
Presence of ATSC Officers a 'Fluke' - According to Aviation Week and Space Technology, the presence of the three ATSC officers at the FAA Command Center this morning is a “fluke,” since the Pentagon staffs the military cell “only three days per month for refresher training, but September 11 happened to be one of those days.” (Bond 12/17/2001)
Cell Handles Aircraft after Airspace Shut Down - Later in the day, after the national airspace has been shut down (see (9:45 a.m.) September 11, 2001), the ATSC personnel will coordinate actions relating to military and other special flights that are permitted to fly. (9/11 Commission 2003) They will be responsible for validating the requests they receive for the movement of aircraft, and issuing permissions in response to those requests. (Federal Aviation Administration 3/21/2002 pdf file)

Bruce Barrett.Bruce Barrett. [Source: H. Darr Beiser / USA Today]The FAA’s New York Center declares “air traffic control zero” (“ATC zero”), which means that all air traffic is prevented from departing from, arriving at, or traveling through the center’s airspace until further notice. (Levin, Adams, and Morrison 8/12/2002; Freni 2003, pp. 18; 9/11 Commission 8/26/2004, pp. 24) According to author Lynn Spencer: “ATC zero is designed for situations in which an air traffic facility is completely incapable of handling aircraft due to a massive computer failure, power outage, or even a large enough weather system. The declaration pushes all their aircraft onto neighboring sectors, and any new airplanes from adjacent sectors are turned back, at the sector boundaries if necessary.” (Spencer 2008, pp. 68) The decision to declare ATC zero is made after the second plane hits the World Trade Center, confirming that the US is under terrorist attack. There are currently hundreds of aircraft in the skies around New York and the western Atlantic that the New York Center is responsible for. (Associated Press 8/12/2002) Bruce Barrett, a senior manager at the New York Center, announces, “We’re declaring ATC zero,” and Mike McCormick, the center’s air traffic control manager, approves the order. Several of the managers there then start informing air traffic controllers of the decision.
Unprecedented Order - USA Today will report that this decision is unprecedented: “Controllers had gone to ‘air traffic control zero’ before, but only when their radar shut down or their radio transmitters went silent. The planes kept flying then, and controllers in other centers guided them. This time, ATC zero means something far more drastic. It means emptying the skies—something that has never been attempted. And not just the skies over Manhattan. Controllers must clear the air from southern New England to Maryland, from Long Island to central Pennsylvania—every mile of the region they control.… Controllers from Cleveland to Corpus Christi must reroute jets headed to the region and put some in holding patterns.”
Accounts Conflict over Whether Center Seeks Permission - According to USA Today, McCormick and Barrett declare ATC zero without first seeking permission from higher-ups, because a “call to Washington could take minutes, and they aren’t sure they have that long.” (Levin, Adams, and Morrison 8/12/2002) But according to Lynn Spencer, a New York Center supervisor has already requested ATC zero in a call to the FAA’s Herndon Command Center. Ben Sliney, the Command Center’s national operations manager, assured the supervisor, “You take care of matters in your center and we will provide all the assistance necessary by stopping any further aircraft from entering your airspace.” (Spencer 2008, pp. 68)

At the FAA’s Herndon Command Center, national operations manager Ben Sliney responds to the second plane hitting the World Trade Center and orders a “first-tier ground stop” to prevent aircraft from departing, arriving at, or flying through the airspace of the FAA’s New York Center. Like many others at the Command Center, Sliney has just seen Flight 175 crashing into the South Tower of the WTC live on CNN. A manager at the center then reports to him the news just received over the Command Center’s teleconference, about the sinister radio transmissions that have been deciphered by the Boston Center, stating “We have some planes” (see 9:03 a.m. September 11, 2001). According to author Lynn Spencer, “The words take on a sickening significance” to Sliney “after what he has just observed.”
Sliney Orders 'First-Tier Ground Stop' - Sliney orders across the room, “Give me a first-tier ground stop!” According to Spencer, “The order stops all aircraft departing, arriving, or flying through New York Center’s airspace, effectively closing down the nation’s busiest skies.” At 9:06 a.m., an advisory is sent out to every air traffic control facility in the nation, and the skies above New York are now officially closed. Numerous flights that are in the air or preparing to take off are given “holding instructions.” Meanwhile, the large screen at the front of the room in the Command Center displays the footage of Flight 175 hitting the WTC as it is shown repeatedly on CNN. According to Spencer: “[I]t becomes sickeningly obvious to all watching that the plane was a large commercial airliner. And it was no accident.” (Marsh 11/2001; Spencer 2008, pp. 80-81) Around this same time, the FAA’s New York Center takes action similar to that of the Command Center, declaring “air traffic control zero,” which prevents all air traffic from departing, arriving at, or traveling through its airspace (see 9:05 a.m. September 11, 2001). (9/11 Commission 8/26/2004, pp. 24) And at around 9:25 a.m., the Command Center will order a “nationwide ground stop,” which prevents any aircraft from taking off in the entire United States (see (9:26 a.m.) September 11, 2001). (9/11 Commission 8/26/2004, pp. 33)
Sliney Expands Teleconference - Also in response to the second WTC crash, Sliney decides that he needs to expand the Command Center’s teleconference (see (Between 8:48 a.m. and 9:00 a.m.) September 11, 2001) so as to include the secretary of transportation. (Spencer 2008, pp. 81) It is expanded to include the secretary of transportation’s office, FAA headquarters, and other agencies. (Bond 12/17/2001) It is unclear whether Transportation Secretary Norman Mineta participates himself, as he is told to go to the White House around this time, and subsequently heads there (see (9:15 a.m.) September 11, 2001). (9/11 Commission 5/23/2003)
Military Liaison Unable to Help - Sliney also seeks out the military liaison at the Command Center to get more information about what is going on. (Spencer 2008, pp. 81) Presumably this officer is one of the three members of the Air Traffic Services Cell (ATSC) there (see (Between 9:04 a.m. and 9:25 a.m.) September 11, 2001). (Bond 12/17/2001; Scott 6/10/2002) But, according to Spencer, it is “clear that the lieutenant colonel’s job has nothing to do with NORAD or the air defense interceptors. He is military, but his job duties at the Command Center are focused on military airspace usage. He has no place in the military chain of command that is relevant this morning.” Sliney therefore “can only assume that people much higher up than both of them are dealing with the military response. The fighters must be on their way.” (Spencer 2008, pp. 81)

The air traffic control tower at Reagan National Airport.The air traffic control tower at Reagan National Airport. [Source: Metropolitan Washington Airports Authority]Air traffic controllers at Washington’s Reagan National Airport are instructed to start securing the airspace around Washington, DC. In the tower at Reagan Airport, the controllers heard about the two aircraft hitting the World Trade Center. They then received the ground stop order for all flights going to or through New York. (Spencer 2008, pp. 145) (This order was issued at 9:06 a.m.—see 9:06 a.m. and After September 11, 2001. (Marsh 11/2001) ) Shortly afterwards, they receive the instruction to start securing the airspace around the capital. They are told to turn away all non-airliner aircraft, such as private planes, as these are considered high risk. Who it is that issues this instruction is unstated, but presumably, like the New York airspace ground stop, it comes from the FAA’s Herndon Command Center. (Spencer 2008, pp. 145)

Transportation Secretary Norman Mineta, who saw the second plane hitting the WTC on television while at the Department of Transportation, had been called to the White House (see (8:48 a.m.-9:05 a.m.) September 11, 2001). When he arrives there, as he later recalls, he sees “People… coming out of the White House, pouring out of the Executive Office Building, running over towards Lafayette Park.” As he enters the White House, Mineta is told he has to be briefed by counterterrorism “tsar” Richard Clarke. He goes to the Situation Room where Clarke talks to him for four or five minutes, briefly informing him of what is going on. Clarke instructs him, “You have to get over to the Presidential Emergency Operation Center to be with the vice president.” The Presidential Emergency Operations Center (PEOC) is the bunker located below the White House. As Mineta does not know where it is, a Secret Service agent leads him to it. He will arrive there around 9:20-9:27, according to his own recollections (see (Between 9:20 a.m. and 9:27 a.m.) September 11, 2001). (Mineta 3/18/2002; Mineta 9/11/2002; 9/11 Commission 5/23/2003; Mineta 6/3/2006)

FAA Administrator Jane Garvey.
FAA Administrator Jane Garvey. [Source: FAA]Time magazine later reports that Jane Garvey, head of the FAA, “almost certainly after getting an okay from the White House, initiate[s] a national ground stop, which forbids takeoffs and requires planes in the air to get down as soon as is reasonable. The order, which has never been implemented since flying was invented in 1903, applie[s] to virtually every single kind of machine that can takeoff—civilian, military, or law enforcement.” Military and law enforcement flights are allowed to resume at 10:31 a.m. (see 10:31 a.m. September 11, 2001) A limited number of military flights—the FAA will not reveal details—are allowed to fly during this ban. (Donnelly 9/14/2001) Garvey later calls it “a national ground stop… that prevented any aircraft from taking off.” (US Congress. House. Committee On Transportation And Infrastructure 9/21/2001) Transportation Secretary Norman Mineta later says he was the one to give the order: “As soon as I was aware of the nature and scale of the attack, I called from the White House to order the air traffic system to land all aircraft, immediately and without exception.” (US Congress. Senate. Committee on Commerce, Science and Transportation 9/20/2001) According to Mineta, “At approximately 9:45… I gave the FAA the final order for all civil aircraft to land at the nearest airport as soon as possible.” (9/11 Commission 5/23/2003) At the time, 4,452 planes are flying in the continental US. A later account states that Ben Sliney, the FAA’s National Operations Manager, makes the decision without consulting his superiors, like Jane Garvey, first. It would be remarkable if Sliney was the one to make the decision, because 9/11 is Sliney’s first day on the job as National Operations Manager, “the chess master of the air traffic system.” (Levin, Adams, and Morrison 8/12/2002) When he accepted the job a couple of months earlier, he had asked, “What is the limit of my authority?” The man who had promoted him replied, “Unlimited.” (Adams, Levin, and Morrison 8/13/2002) Yet another account, by Linda Schuessler, manager of tactical operations at the FAA Command Center where Sliney was located, says, “… it was done collaboratively… All these decisions were corporate decisions. It wasn’t one person who said, ‘Yes, this has got to get done.’” (Bond 12/17/2001) About 500 planes land in the next 20 minutes, and then much more urgent orders to land are issued at 9:45 a.m. (see (9:45 a.m.) September 11, 2001). (Donnelly 9/14/2001; US Congress. House. Committee On Transportation And Infrastructure 9/21/2001; Adcock, Donovan, and Gordon 9/23/2001; Scott 6/3/2002; Levin, Adams, and Morrison 8/12/2002; Levin, Adams, and Morrison 8/12/2002; Associated Press 8/21/2002; Adcock 9/10/2002)

Stacia Rountree.Stacia Rountree. [Source: Vanity Fair]Colin Scoggins, the military liaison at the FAA’s Boston Center, contacts NORAD’s Northeast Air Defense Sector (NEADS) and incorrectly notifies it that another aircraft, Delta Air Lines Flight 1989, is a possible hijacking. (9/11 Commission 2004; Bronner 8/1/2006) Boston Center previously called NEADS at 9:27 and said that Delta 1989 was missing (see 9:27 a.m. September 11, 2001). (North American Aerospace Defense Command 9/11/2001; 9/11 Commission 5/23/2003)
NEADS Technicians Respond - At NEADS, Stacia Rountree, the ID technician who takes Scoggins’s call, announces to her colleagues: “Delta ‘89, that’s the hijack. They think it’s possible hijack.… South of Cleveland.” The plane’s transponder is still on, and she adds, “We have a code on him now.” Rountree’s team leader, Master Sergeant Maureen Dooley, instructs: “Pick it up! Find it!” The NEADS technicians quickly locate Delta 1989 on their radar screens, just south of Toledo, Ohio, and start alerting other FAA centers to it. (Bronner 8/1/2006; Spencer 2008, pp. 177) NEADS mission crew commander Major Kevin Nasypany will be notified by his staff of the suspected hijacking at about 9:41 or 9:42 a.m. (9/11 Commission 1/22/2004 pdf file) NEADS never loses track of Delta 1989. It will follow it on radar as it reverses course over Toledo, heads east, and then lands in Cleveland (see (10:18 a.m.) September 11, 2001). (9/11 Commission 7/24/2004, pp. 28) It will order Air National Guard fighter jets from Selfridge and Toledo to intercept the flight (see (9:55 a.m.) September 11, 2001 and 10:01 a.m. September 11, 2001). (Spencer 2008, pp. 178-179) But it will soon learn that Delta 1989 is not in fact hijacked. (9/11 Commission 7/24/2004, pp. 28)
Cleveland Center, Not Boston, Handling Delta 1989 - Although Boston Center notifies NEADS of the suspected hijacking, Delta 1989 is in fact being handled by the FAA’s Cleveland Center. (Adams, Levin, and Morrison 8/13/2002; 9/11 Commission 7/24/2004, pp. 10-12) Cleveland Center air traffic controllers suspected that Delta 1989 had been hijacked at around 9:30 a.m. (see (9:28 a.m.-9:33 a.m.) September 11, 2001), but apparently only informed the FAA’s Command Center, and not NEADS, of this. (Adams, Levin, and Morrison 8/13/2002) To explain why Boston Center alerts NEADS to the flight, the 9/11 Commission will later comment that, “Remembering the ‘we have some planes’ remark” (see 8:24 a.m. September 11, 2001), the Boston Center simply “guessed that Delta 1989 might also be hijacked.”
Similar to First Two Hijacked Planes - Like Flights 11 and 175, the two aircraft that have crashed into the World Trade Center (see 8:46 a.m. September 11, 2001 and 9:03 a.m. September 11, 2001), Delta 1989 took off from Boston’s Logan Airport. (9/11 Commission 7/24/2004, pp. 27-28) According to the New York Times, it left there at about the same time as Flights 11 and 175 did, meaning around 8:00 to 8:15 a.m. (Wald and van Natta 10/18/2001; 9/11 Commission 7/24/2004, pp. 32) Like those two aircraft, it is a Boeing 767. (Adams, Levin, and Morrison 8/13/2002; 9/11 Commission 7/24/2004, pp. 27-28) But, unlike those flights, its transponder has not been turned off, and so it is still transmitting a beacon code. (9/11 Commission 7/24/2004, pp. 28; Bronner 8/1/2006) It is unclear what Delta 1989’s intended destination is. According to some accounts, like Flights 11 and 175 were, it is bound for Los Angeles. (Singer 9/11/2001; Wald and van Natta 10/18/2001; Adams, Levin, and Morrison 8/13/2002; Velez 9/24/2007; Spencer 2008, pp. 167) Other accounts will say that its destination is Las Vegas. (9/11 Commission 7/24/2004, pp. 28; Bronner 8/1/2006) Personnel at NEADS are apparently informed that Las Vegas is the intended destination. Around this time, one member of staff there tells her colleagues that the flight is “supposed to go to Vegas.” (North American Aerospace Defense Command 9/11/2001)
One of Numerous Incorrect Reports - The 9/11 Commission will comment: “During the course of the morning, there were multiple erroneous reports of hijacked aircraft (see (9:09 a.m. and After) September 11, 2001). The report of American 11 heading south was the first (see 9:21 a.m. September 11, 2001); Delta 1989 was the second.” (9/11 Commission 7/24/2004, pp. 28)

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