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It was a tetchy, inconclusive meeting, which agreed only on having more papers written and more meetings held. Not until July would the deputies produce the draft of an overall plan for action.

It was not only Clarke sounding the tom-tom of alarm. The former deputy national security adviser, Lieutenant General Donald Kerrick, who stayed on for a few months in 2001, wrote in a memo, “We are going to be struck again.” He received no reply, and would conclude that Bush’s people were “gambling nothing would happen.”

The chairman of the National Commission on Terrorism, Paul Bremer, said in a speech as early as February that the new administration seemed “to be paying no attention to the problem of terrorism. What they will do is stagger along until there’s a major incident and then suddenly say, ‘Oh, my God, shouldn’t we be organized to deal with this?’ That’s too bad. They’ve been given a window of opportunity with very little terrorism now, and they’re not taking advantage of it.”

“The highest priority must invariably be on those things that threaten the lives of Americans or the physical security of the United States,” CIA director Tenet told the Senate Intelligence Committee the same month. “Osama bin Laden and his global network of lieutenants and associates remain the most immediate and serious threat.”

A scoop article in 2007 in France’s newspaper of record, Le Monde, made public a large batch of French intelligence documents. Copies of the documents, which the authors have seen, include a January 2001 report stating that bin Laden and others had been planning an airplane hijacking for the past twelve months.

Seven airlines had been considered as potential targets under the plan as initially discussed, the report said, five American, Air France, and Lufthansa. The U.S. airlines mentioned included American and United, the two airlines that were to be hit on 9/11. According to French intelligence sources, the report was passed on to the CIA at the time.

The CIA and the FBI shared at least the gist of perceived threats with the FAA, the body responsible for supervising the safety of the flying public. Bin Laden or al Qaeda, or both, would be mentioned in more than fifty of about a hundred FAA daily summaries issued between the early spring and September 2001. The FAA took no preventative action, however, ordered no new measures to safeguard cockpit security, did not alert the crews who flew the planes to anything special about the situation.

On most days, at his own request, President Bush met with CIA director Tenet. Every day, too, the President received a CIA briefing known as the PDB—the President’s Daily Brief. Between the inauguration and September 10, bin Laden was mentioned in forty PDBs.

THE TERRORIST OPERATION, of course, continued throughout the period. As Bush prepared for the presidency, Atta had made a brief January trip outside the United States, flying to Europe for a secure meeting with Binalshibh. Each of the hijack pilots, he was able to report, had completed their training and awaited further orders.

Marwan al-Shehhi traveled to Morocco for reasons unknown. Ziad Jarrah reentered the United States—this time accompanied by his lover, Aysel. He introduced her around the flight school in Florida and—equipped as he now was with his new pilot’s license—flew her to Key West and back. Aysel had had her suspicions about what her lover was up to in the United States, had wondered whether he really was learning to fly. Now she believed him.

Any travel outside the United States was a risk for the terrorists, as there was always the possibility that they would not be allowed back in. Jarrah, with his Lebanese passport and a girlfriend on his arm, encountered no problem and was readmitted as a tourist.

Reentry was not so easy for Atta and Shehhi. Atta, whose visa status was out of order, faced the hurdle of seeing two immigration inspectors. He was allowed in as a tourist all the same—a