John O’Neill, a senior FBI agent, tells congressional staffers there are no threats to aviation in the US. The staff of the Senate Intelligence Committee has asked the FBI, the director of central intelligence, and the Federal Aviation Administration (FAA) for a briefing about threats to civil aviation. O’Neill goes to the Hart Senate Office Building in Washington, DC, to respond to this request on behalf of the FBI. Cathal Flynn, the FAA’s associate administrator for civil aviation security, who goes on behalf of the FAA, will later recall that at the briefing, Senate Intelligence Committee staffers ask, “What are the indications—or what are the threats—to aviation?” In response, according to Flynn, “John O’Neill said there are none.” [9/11 Commission, 9/9/2003 
; 9/11 Commission, 1/27/2004] Bruce Butterworth, the FAA’s director of civil aviation security operations, who is apparently at the briefing, will similarly describe O’Neill’s response. He will say he “recalled FBI agent John O’Neill’s testimony to the Senate Intelligence Committee wherein he was unwilling to corroborate FAA claims about credible threats to civil aviation.” [9/11 Commission, 9/29/2003 ]
FBI Has Learned of ‘Indications’ of Threats to Aviation – Flynn finds O’Neill’s response to the Intelligence Committee staffers odd, since, he will say, the FBI has learned of a “few indications” of possible threats to aviation, such as a suspicious individual trying to get “a job with airport access” at Los Angeles International Airport. He writes a note to O’Neill, reminding him about this incident. But, according to Flynn, O’Neill “looked at the note” and “still didn’t say anything, didn’t change what he had said.” As the two men are leaving the briefing, Flynn asks O’Neill about the incident and O’Neill tells him there was “nothing to it.” [9/11 Commission, 9/9/2003 ; 9/11 Commission, 1/27/2004]
O’Neill Is the FBI’s ‘Most Committed Tracker of Osama bin Laden’ – It is unclear when this briefing takes place. It presumably occurs sometime between July 1995 and September 2000—the time period during which Butterworth is the FAA’s director of civil aviation security operations. [9/11 Commission, 9/29/2003 ] According to Flynn, O’Neill is “the head of antiterrorism for the FBI” when the briefing is held. [9/11 Commission, 1/27/2004] This suggests that it takes place sometime between January 1995 and January 1997, when O’Neill is chief of the counterterrorism section at the FBI’s Washington headquarters. [Federal Bureau of Investigation, 9/11/2006] During his time working for the FBI, O’Neill becomes “the bureau’s most committed tracker of Osama bin Laden and his al-Qaeda network of terrorists,” according to the New Yorker. [New Yorker, 1/14/2002] Journalist and author Murray Weiss will write that O’Neill “had reiterated since 1995 to any official in Washington who would listen” that “he was sure bin Laden would attack on American soil.” [Weiss, 2003, pp. 360]
April 24, 2000: KSM and Other Al-Qaeda Figures Put on New US Domestic ‘No-Fly’ List
TIPOFF is a US no-fly list of individuals who should be detained if they attempt to leave or enter the US. There are about 60,000 names on this list by 9/11 (see December 11, 1999). Apparently there had been no prohibition of travel inside the US, but on this day an FAA security directive puts six names on a newly created domestic no-fly list. All six are said to be associates of World Trade Center bomber Ramzi Yousef, including his uncle, Khalid Shaikh Mohammed (KSM). On August 28, 2001, six more names will be added to this list. Apparently all 12 names are associated with al-Qaeda or other Islamic extremist groups. 9/11 Commissioner Bob Kerrey will later note the discrepancy of the 60,000-name list with the 12-name list and comment, “seems to me, particularly with what was going on at the time, that some effort would have been made to make—to produce a larger list than [only 12 names].” [9/11 Commission, 1/27/2004] The FAA’s chief of security in 2001, Cathal Flynn, will later say that he was “unaware of the TIPOFF list” until after the September 11 attacks. 9/11 Commissioner Slade Gorton will say that this admission is “stunning, just unbeleivable,” and an “example of absolute incompetence” at the FAA. Other FAA officials will say they are aware of the larger list, but do not make much use of it. [Shenon, 2008, pp. 115] On the day of 9/11, two of the 9/11 hijackers will be on the 60,000-name TIPOFF list but not the 12-name domestic list, so airport security does not know to stop them from boarding the planes they hijack that day (see August 23, 2001).
After 11:00 a.m. September 11, 2001: INS Employee Tells Journalist Airport Workers Put Guns on Planes
An Immigration and Naturalization Service (INS) employee tells journalist Seymour Hersh that the 9/11 hijackings were accomplished with guns put on the planes by airport employees. Hersh then calls Rear Admiral Cathal Flynn, associate administrator of security at the Federal Aviation Administration, and tells him, “The guns were put onto the plane by the ramp workers.” When Flynn argues that there are no reports of this, Hersh replies, “Those ramp workers aren’t even checked,” and insists, “There were pistols and they were put onto the plane by the ramp workers.” [Trento and Trento, 2006, pp. 47-8] Although there are some reports of guns being used on the hijacked flights (see (8:14 a.m.) September 11, 2001 and 9:27 a.m. September 11, 2001), the 9/11 Commission, for example, will not say that guns were used by the hijackers. [9/11 Commission, 7/24/2004]
February 2002: Transportation Security Administration Takes Over Airport Security, but Is Heavily Criticized
The Transportation Security Administration (TSA), created in late 2001 in the wake of 9/11, takes over passenger screening duties at US airports from private contractors. This step will come in for some criticism; for example journalists Joe and Susan Trento will write: “The $700 million annual business was replaced by a $6 billion budget in a new federal agency. Instead of twenty thousand low-paid private screeners, the country ended up with fifty-five thousand well-compensated government screeners.” They will also point out: “The law that President Bush signed included a provision that only American citizens would be allowed to work for the TSA. This meant that even legal green-card holders waiting for citizenship could not be hired. Thousands and thousands of competent and experienced screeners who had protected airline passengers over several decades were told they were no longer trusted.” Ed Soliday, former head of security at United Airliners, will comment, “The congressional nationalization of security at our nation’s airports turned out as everyone who had experience in providing security predicted—very expensive and ineffective.” Former head of security at the Federal Aviation Authority (FAA) Cathal Flynn will say: “Firing those Indians, South Americans, others who were doing good jobs was wrong.… When you think about it, the illogic of it is fierce.” Another security expert will say, “Thirty-five thousand people lost their jobs for no reason whatsoever other than the majority of them were minorities and foreigners and did not look and speak the way Americans would typically like, which would be a white male West Point cadet standing at every screen.” [Trento and Trento, 2006, pp. 165-6] A 2004 review will find that the new, better-paid screeners are worse than the old ones who are fired at this time (see Spring 2004).
