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Tuesday, Sep. 11, 2001, dawned cool and clear, with sunny skies all along the eastern seaboard. For Air Force aviators like Lt. Col. Timothy "Duff" Duffy of the 102d Fighter Wing at Otis Air National Guard Base, Massachusetts, the day held the promise of perfect flying weather, at a time when the U.S. civil aviation system was enjoying a period of relative peace, despite concerns about a growing terrorist threat. More than ten years had passed since the last hijacking or bombing of a U.S. air carrier. That morning, however, the country came under a shocking, coordinated aerial assault by nineteen al Qaeda hijackers...The attack plan carried out by the suicide operatives had been years in the making. It was intended to cause mass, indiscriminate casualties and to destroy or damage the nation’s financial, military, and political centers, four high value U.S. targets selected by bin Laden, independent operator Khalid Sheikh Mohammed, and al Qaeda operations chief Mohammed Atef... By the time 1 World Trade Center, North Tower, collapsed at 10:28 a.m. EDT, almost three thousand people had been killed or were dying; the financial center of the U.S. had been reduced to burning, toxic rubble; the iconic symbol of the military strength of the country had been severely damaged; the tranquility of a field in Pennsylvania had been shattered; U.S. Air Force and Air National Guard fighter aircraft had set up combat air patrols over Washington, D.C., and New York City; and the administration of President George W. Bush and the Department of Defense (DOD) had begun shifting major resources of the federal government and military services to a new national priority, homeland defense.
On September 11, 2001, the North American Aerospace Defense Command, based at Peterson Air Force Base, Colorado, under the command of Gen. Ralph E. Eberhart, oversaw three air defense regions, which were responsible for protecting the airspace over Alaska, Canada, and the continental United States. The last of these, the Continental United States NORAD Region (CONR), under the command of the dual-hatted commander of First Air Force, Maj. Gen. Larry K. Arnold, oversaw the Northeast, the Western, and the Southeast Air Defense Sectors. The locations of the departures, flight paths, and crash sites of the four aircraft hijacked on September 11, 2001, were all in the Northeast Air Defense Sector, commanded by Col. Robert K. Marr (see Diagram, NORAD Air Defense Structure on 9/11, p 53). On September 11, 2001, the responsibility for defending continental U.S. airspace rested with only fourteen fighter aircraft at seven air defense alert sites across the country. Based in Rome, New York, the Northeast Air Defense Sector had only two alert sites on which to call-Otis Air National Guard Base in Cape Cod, Massachusetts, and Langley Air Force Base in Hampton, Virginia. Each site had two designated alert fighters on duty twenty-four hours a day, seven days a week. Many other fighter aircraft were based across the country, but they were not NORAD assets, and it would take time to arm them and organize their crews.
This unique USAF publication provides a comprehensive and authoritative review of the 9/11 attacks and the response of the U.S. Air Force. * Introduction * NORAD Air Defense Structure on 9/11 * Overview of the 9/11 Attacks and Summary of the Air Defense Response * American Airlines Flight 11 * United Airlines Flight 175 * American Airlines Flight 77 * United Airlines Flight 93 * The Immediate Post-Attack Period * Epilogue The four al Qaeda hijacker-pilots and their teams commandeered the four fuel-laden commercial jets in which they were passengers and intentionally crashed them into 1 and 2 World Trade Center, in New York City; the Pentagon, in Arlington, Virginia; and an empty field in Shanksville, Pennsylvania. This final hijacking, of United Airlines Flight 93, fell short of its intended target in Washington, D.C., because of heroic efforts by its passengers to take back control of the aircraft. The 9/11 attack, which began with the hijacking of American Airlines Flight 11 and was followed by the hijackings of United Airlines Flight 175, American Airlines Flight 77, and United Airlines Flight 93, would become, over the next two and a quarter hours, the deadliest, costliest terrorist strike in U.S. history. The 109-minute attack period itself began when American Airlines Flight 11 was attacked at or just after 8:14 a.m. EDT. It ended when United Airlines Flight 93 crashed at 10:03 a.m. EDT, but the loss of life did not. By the time 1 World Trade Center, North Tower, collapsed at 10:28 a.m. EDT, almost three thousand people had been killed or were dying; the financial center of the United States had been reduced to burning, toxic rubble; the iconic symbol of the military strength of the country had been severely damaged; the tranquility of a field in Pennsylvania had been shattered; U.S. Air Force and Air National Guard fighter aircraft had set up combat air patrols over Washington, D.C., and New York City; and the administration of President George W. Bush and the Department of Defense (DOD) had begun shifting major resources of the federal government and military services to a new national priority, homeland defense.
Presents a chronological history of four American commercial planes hijacked by suicide pilots against the United States on September 11, 2001 and the response of the North American Aerospace Defense Command.
The most comprehensive account to date of the 9/11 attack on the Pentagon and aftermath, this volume includes unprecedented details on the impact on the Pentagon building and personnel and the scope of the rescue, recovery, and caregiving effort. It features 32 pages of photographs and more than a dozen diagrams and illustrations not previously available.
“A maddening, essential study in misinformation, jingoism, bad intelligence, and other hallmarks of the recent American past.”—Kirkus (starred review) Anyone who experienced the attacks on September 11 cannot forget the imagery: the smoking, falling towers, the Pentagon smoldering, the Shanksville crash site, the first responders. But there is an invisible story hidden in the wreckage, one that required years of patient investigation and the piecing together of a sequence from many scattered sources. By establishing the most definitive timeline of how that day unfolded, William M. Arkin shows how the US government failed in the face of the unprecedented attack. It is a story of laughable airport security, vulnerable airspace, blind intelligence, poor communications, muddled orders, Pentagon chaos, and presidential isolation. Everything about the emergency procedures of the governments—from White House security to continuity of government to military alerts—went wrong. On That Day is a stunning, nightmare journey through a government reeling in confusion while many civilians performed individual acts of heroism. It is a chilling exposé of government negligence and overreach, and a constitution in crisis.
Venturing into the ever-shifting panorama of airborne terrorism, this book immerses the reader in a vivid retelling of pivotal incidents from recent history, while delving into the terrorists' favored methods of attack. These include hijackings, in-flight bombings, and precision missile strikes, as well as the rising peril of cyberattacks aimed at airports and commercial airliners mid-flight. Readers will encounter the controversial TWA Flight 800 disaster and the baffling vanishing act of Malaysia Airlines Flight 370. These events ignited enduring discussions about terrorism and governmental transparency. The book ventures into the unsettling world of the September 11th attacks, where jetliners were transformed into guided missiles. Also witnessed are the chilling tales of "Black Widows"--Chechen female suicide bombers leaving their indelible mark on Russian soil. Also explored are Libyan culpability in the bombings of Pan Am Flight 103 over Lockerbie, Scotland, and UTA Flight 772 over the Sahara Desert. The evolution of security measures in air travel is chronicled and an examination is given of emerging biometric technologies along with security protocols relevant to the post-Covid era.
Except in a few instances, since World War II no American soldier or sailor has been attacked by enemy air power. Conversely, no enemy soldier orsailor has acted in combat without being attacked or at least threatened by American air power. Aviators have brought the air weapon to bear against enemies while denying them the same prerogative. This is the legacy of the U.S. AirForce, purchased at great cost in both human and material resources.More often than not, aerial pioneers had to fight technological ignorance, bureaucratic opposition, public apathy, and disagreement over purpose.Every step in the evolution of air power led into new and untrodden territory, driven by humanitarian impulses; by the search for higher, faster, and farther flight; or by the conviction that the air way was the best way. Warriors have always coveted the high ground. If technology permitted them to reach it, men, women andan air force held and exploited it-from Thomas Selfridge, first among so many who gave that "last full measure of devotion"; to Women's Airforce Service Pilot Ann Baumgartner, who broke social barriers to become the first Americanwoman to pilot a jet; to Benjamin Davis, who broke racial barriers to become the first African American to command a flying group; to Chuck Yeager, a one-time non-commissioned flight officer who was the first to exceed the speed of sound; to John Levitow, who earned the Medal of Honor by throwing himself over a live flare to save his gunship crew; to John Warden, who began a revolution in air power thought and strategy that was put to spectacular use in the Gulf War.Industrialization has brought total war and air power has brought the means to overfly an enemy's defenses and attack its sources of power directly. Americans have perceived air power from the start as a more efficient means of waging war and as a symbol of the nation's commitment to technology to master challenges, minimize casualties, and defeat adversaries.
This illustrated, large-format book presents the U.S. Air Force Art Program's depiction of the Air Force across the service's history, starting with the birth of U.S. military aviation under the auspices of the Army. It interweaves the story of the Art Program, including features on artists and their thoughts on significant works, with the history of the birth and growth of the Air Force itself. The volume includes a foreword by Gen. Mark A. Welsh III, the current Air Force Chief of Staff, who calls the book a "celebration" that records "how the connection between Airmen and artists began, how this relationship evolved, and how artists have documented Air Force operations over the decades." This publication would make a great coffee table book. The author, Dr. Timothy R. Keck, spent his career in the Air Force History program and championed the Air Force Art Program while serving as command historian of Pacific Air Forces. He retired as the Air Force senior historian in 2012. This historic art reference work may appeaal to current airmen, veterans, and members of the general public with an interest in the history of air power, particularly as it is portrayed in Air Force. Additionally, art students and libraries with art history and military collections may also be interested in this work. A suitable companion work published by the United States Army includes the following: In the Line of Duty: Army Art, 1965-2014 can be found at this link:https://bookstore.gpo.gov/products/sku/008-029-00579-4 Other products published by the United States Air Force can be found at this link: https://bookstore.gpo.gov/agency/888
In February 1999, only a few weeks before the U.S. Air Force spearheaded NATO's Allied Force air campaign against Serbia, Col. C.R. Anderegg, USAF (Ret.), visited the commander of the U.S. Air Forces in Europe. Colonel Anderegg had known Gen. John Jumper since they had served together as jet forward air controllers in Southeast Asia nearly thirty years earlier. From the vantage point of 1999, they looked back to the day in February 1970, when they first controlled a laser-guided bomb strike. In this book Anderegg takes us from "glimmers of hope" like that one through other major improvements in the Air Force that came between the Vietnam War and the Gulf War. Always central in Anderegg's account of those changes are the people who made them. This is a very personal book by an officer who participated in the transformation he describes so vividly. Much of his story revolves around the Fighter Weapons School at Nellis Air Force Base (AFB), Nevada, where he served two tours as an instructor pilot specializing in guided munitions.