As a former member of the FAA (Federal Aviation Administration) and PATCO (Professional Air Traffic Controllers Organization), Hordon’s years as an ATC are particularly relevent to 9/11 researchers.

“Imagine yourself at a circus, a fair, a crowded sports event. You have in your hand your little child of five or six, you’re amongst hundreds of people and you turn around and see that your child is gone. How do you feel at that moment? You feel panicked. You feel that this is the worst thing possible, so what you do is you engage. When ATCs lose an aircraft, all hell breaks loose. They flip right into motion. We take action and do not wait for other things to happen.”

“I was a certified ATC in Boston west-bound departures, the routing that AA11 and UA175 followed on 9/11. I know it like the back of my hand.”
He even received a letter of commendation for his role in dealing with an actual hijacking. When it became clear that there hadn’t been a systems failure of any kind on the morning of September 11th, Hordon was certain that something had gone terribly wrong within the upper echelons of authority. A pilot (third level air carrier) as well as an ATC, he is well versed on in-flight emergency protocol. He is also adamant that if these procedures had been followed on 9/11 not one of the hijacked planes would have reached their targets.

It’s routine. At Otis AFB we would have practice exercises two or three times a year. We’d flush aircraft, get the B-52’s up, get the tankers up, get the fighters up. Just out of Otis there’d be twenty, thirty fighter jets. And on 9/11 there were plenty of fighters as well. They were just diverted over the ocean, tied up in drills, etc.”
The vast majority of air incidents are simple communications or routing failures, common mishaps that are easily remedied. Nonetheless, when a problem does arise, it is treated as an emergency and interceptors are scrambled.

“This is exactly what’s written in our manuals. We alert our immediate supervisors, we get another set of eyes on the scope. We have, two feet away from us, a little button that says ADC, Air Defense Command [nowadays NEADS (Northeast Air Defense Sector)]. Bing, hit the button. ‘Hey, this is me at the Boston Center air space. I just lost a target or I have an erratic target. He is twenty-five miles west of Keene, last reported at such-and-such location.’”
Pilots use similar checklists when responding to problems with their airplanes:

“I think we all have to agree that, one way or another, the U.S. military was involved in the attacks. The advantage that Rumsfeld had is that he can classify, reshape, make available, make unavailable any information that he wants, at any time and deny that information to the public for any reason, especially national security.”

Hordon is not persuaded by those who make excuses for the lack of military response on 9/11. U.S. air defenses have been on hair-trigger alert to defend the nation from attack since the early sixties. The idea that, on the morning of 9/11, there was an inexplicable wave of incompetence on the part of his former FAA “brothers in arms” offends him deeply.

“The pilots are in their ready rooms, the planes are in open-ended hangars. You have frontline players, pilots and controllers. I’m there, I’m watching. The pilot is there, he’s flying. We have direct air defense command communications. That’s the way it’s been for fifty years.”

The unfathomable delays seen in military action on 9/11 are inconceivable to those who have painstakingly investigated the matter—and for a man who worked for years keeping air travel over the U.S. safe.

“Military pilots would have their asses off the ground faster than you could imagine. I know how quickly our systems can respond. Why would you design a system that responds slowly to an emergency?”

Claims by authorities that, once a hijacked aircraft’s transponders have been turned off, the plane becomes virtually invisible to radar, is another sore point for Hordon.

“Bottom line, these aircraft were always radar monitored, we were always in communication with them, even if they were hijacked. The only way you can lose an aircraft these days is for the plane to flat out blow up.”
Since any genuine air attack would not likely announce itself as such, NORAD radar has to be able to detect anything. But there’s nothing stealthy about an enormous Boeing passenger liner, whether its transponder is operating properly or not.

“That aircraft is represented on their radar scope from the time it takes off to the time it lands. Even little puddle-jumpers out of our local airports. NORAD tracks all these aircraft. They have the world’s most sophisticated radar.”

False Flag Terrorism
"False flag terrorism" occurs when elements within a government stage a secret operation whereby government forces pretend to be a targeted enemy while attacking their own forces or people. The attack is then falsely blamed on the enemy in order to justify going to war against that enemy. Or as Wikipedia defines it:
False flag operations are covert operations conducted by governments, corporations, or other organizations, which are designed to deceive the public in such a way that the operations appear as if they are being carried out by other entities. The name is derived from the military concept of flying false colors; that is, flying the flag of a country other than one's own. False flag operations are not limited to war and counter-insurgency operations, and have been used in peace-time; for example, during Italy's strategy of tension.