(Click here for Full Presentation on DVD)
Reagan National Airport
METAR KDCA 111251Z 35005KT 10SM CLR 21/14 A3021
SPECI KDCA 111341Z 33010KT 10SM CLR 23/14 A3022
METAR KDCA 111351Z 34009KT 10SM CLR 23/14 A3023
METAR KDCA 111451Z 32008KT 4SM HZ CLR 24/14 A3022
METAR KDCA 111551Z 33009G15KT 7SM CLR 26/14 A3021
Common Strategy Prior to 9/11/2001
It is hard to believe Capt. Burlingame gave up his ship to Hani Hanjour pointing a boxcutter at him. Pilots know The Common Strategy prior to 9/11. Capt. Burlingame would have taken them where they wanted to go, but only after seeing more than a "boxcutter" or knife. Why was Capt. Burlingame, a retired Military Officer with training in anti-terrorism, reported to have given up his airplane to 5 foot nothing. 100 and nothing Hani Hanjour holding a "boxcutter". (exaggeration added for size of Hani, he was tiny, lets just put it that way). We at pilotsfor911truth.org feel the same as his family in that Capt. Burlingame would not have given up his airplane unlike what is reported in this linked article from CNN.
"Ted Olson told CNN that his wife said all passengers and flight personnel, including the pilots, were herded to the back of the plane by armed hijackers. The only weapons she mentioned were knives and cardboard cutters."
The pilots' number 1 priority is the safety of the passengers. Number 2 priority is to get them to their destination on time. Pilots don't just give up their airplane to someone with a knife... regardless of what the press has told you about The Common Strategy prior to 9/11.
To those pilots out there. Think about the old Common Strategy... we know it was to cooperate.. but was it to give up your ship to anyone with a knife? No! What the press doesn't tell the public is that there is a lot more to the old Common Strategy than "complete, full cooperation".
Flight Data Recorder Analysis - Last Second of Data - 09:37:44
We have determined based on the Flight Data Recorder information that has been analyzed thus far provided by the NTSB, that it is impossible for this aircraft to have struck down the light poles.
We have an animation of the entire flight provided by the NTSB. The animation covers the whole flight from taxi out at Dulles... to the impact at the Pentagon in real time.
The screenshot shows the very last frame of the recorded data. It stops at 9:37:44 AM EDT (Official Impact Time is 09:37:45). You will notice in the right margin the altitude of the aircraft on the middle instrument. It shows 180 feet.
This altitude has been determined to reflect Pressure altitude as set by 29.92 inHg on the Altimeter. The actual local pressure for DCA at impact time was 30.22 inHg. The error for this discrepancy is 300 feet. Meaning, the actual aircraft altitude was 300 feet higher than indicated at that moment in time. Which means aircraft altitude was 480 feet above sea level (MSL, 75 foot margin for error according to Federal Aviation Regulations). You can clearly see the highway in the below screenshot directly under the aircraft. The elevation for that highway is ~40 feet above sea level according to the US Geological Survey. The light poles would have had to been 440 feet tall (+/- 75 feet) for this aircraft to bring them down. Which you can clearly see in the below picture, the aircraft is too high, even for the official released video of the 5 frames where you see something cross the Pentagon Lawn at level attitude. The 5 frames of video captured by the parking gate cam is in direct conflict with the Aircraft Flight Data Recorder information released by the NTSB. More information will be forthcoming as we come to our conclusions on each issue. We have contacted the NTSB regarding the conflict between the official story and the FDR. They refuse to comment. For further details, please see our Technical Paper here and Press Release here outlining our findings.
(Click here for Full Presentation on DVD)
For a more in depth analysis on altimeter settings, please see right margin.
First Phone Call To NTSB and FBI, 08/30/06 (4.6mb mp3)
Questions For NTSB/FBI Regarding Flight Data Recorder Information
- The current FDR shows 480' MSL True Altitude, too high to hit the light poles. What are your findings of True Altitude at end of data recording 09:37:44. Why did you provide a Flight Data Recorder that shows the aircraft too high without a side letter of explanation? How did you come to your conclusion.
- What is the vertical speed at end of data recording :44. How did you come to your conclusion.
- What is the Absolute Altitude and end of data recording? How did you come to your conclusion.
- Why does the csv file show the altimeter being set in the baro cor column on the descent through FL180, but the animation altimeter does not show it being set?(This is a blatant cover-up to confuse the average layman in hopes no one would adjust for local pressure to get True Altitude. Too bad for them we caught it).
- Why do the current G Forces for the last minute of data correspond to the changes in vertical speed, yet at end of data :44-:45 it shows an increase in vertical speed never accounting for any type of level off to be level with the lawn as shown in the DoD video?
- Do you have any video showing a clear impact and/or of the plane on its approach to impact?
- Why does your animation show a flight path north of the reported flight path?
- Why are there no system indication of any impact with any object up to and after :44?
- Why does the csv file and animation show a right bank when the official report requires a left bank to be consistent with physical damage to the generator?
- How did you come to the conclusion of 09:37:45 as the official impact time?
- What is the exact chain of custody of the FDR? What date/time was it found? Where exactly was it found? Please provide documentation and names.
- Why does the hijack timeline show a 3 min interval for hijacking to take place? Why was Capt. Burlingame reported to have not followed protocol for the Common Strategy prior to 9/11?
Aircraft Departure Gate Positional Data Conflicts With Government Story
Latitude/Longitude Coordinates Reflect Departure Gate Other THan Reported
(PilotsFor911Truth.org) It has been reported that American Airlines Flight 77 departed Washington Dulles International Airport at approximately 08:20 AM on the morning of September 11, 2001 allegedly from Terminal Concourse D Gate 26 (1). However, the Flight Data Recorder positional data provided by the National Transportation Safety Board tells a very different story. Read more...
Overwhelming Evidence Pentagon Aircraft Data Is Not From An American Airlines 757
(PilotsFor911Truth.org) When Pilots For 9/11 Truth was founded in the late summer of 2006, the objective was to find evidence supporting what we have been told by the 9/11 Commission as many theories were rumored that elements within the US Government might have had something to do with 9/11. Co-Founder Rob Balsamo explains how he was puzzled and motivated to pursue further research into the events of 9/11 in his citation at PatriotsQuestion911.com, which lead to the formation of Pilots For 9/11 Truth. More than four years of solid research through Freedom Of Information Act (FOIA) requests, numerous interviews and expert analysis has revealed no hard evidence supporting or linking to -- and in many instances factually conflicting with -- conclusions made by the 9/11 Commission. Now there is overwhelming evidence which suggests the data that is being provided to the public through the FOIA, is not from an aircraft which has been operated by American Airlines. Read more...
Analysis of 9/11 Commission Report prior to release of Flight Data Recorder
First let me say we offer no theory or speculation. I definitely do NOT offer that is was a missle, global hawk or otherwise. All the following will be facts (according to reports) and questions.
So, I started with NTSB, since they are the "go-to" guys when you want a report.. right?
This is what i get...
"The Safety Board did not determine the probable cause and does not plan to issue a report or open a public docket. The terrorist attacks of September 11, 2001 are under the jurisdiction of the Federal Bureau of Investigation. The Safety Board provided requested technical assistance to the FBI, and any material generated by the NTSB is under the control of the FBI. " Full report here. NTSB report.
All reports from the NTSB for all 4 planes on Sept 11 are identical.
Ok, sounds reasonable. So lets check with the FBI reports.
Thats all i can find from the FBI.
So, lets go to the 9/11 Commission report.
"At 9:29, the autopilot on American 77 was disengaged; the aircraft was at 7,000 feet and approximately 38 miles west of the Pentagon.59 ....
At 9:34, Ronald Reagan Washington National Airport advised the Secret Service of an unknown aircraft heading in the direction of the White House. American 77 was then 5 miles west-southwest of the Pentagon and began a 330-degree turn. At the end of the turn, it was descending through 2,200 feet, pointed toward the Pentagon and downtown Washington. The hijacker pilot then advanced the throttles to maximum power and dove toward the Pentagon.60...
At 9:37:46, American Airlines Flight 77 crashed into the Pentagon, traveling at approximately 530 miles per hour.61 All on board, as well as many civilian and military personnel in the building, were killed."
Ok, now we're getting somewhere. The footnote "59, 60, 61" refers to The Flight Path Study of American 77 provided by the NTSB, which no one can find. One person claims to have called the NTSB and the NTSB says they havent done any reports/analysis for any of the aircraft of Sept 11. NTSB phone in DC (202)-314-6000. I tried, but i hit brick walls. Update: 8/11/06 NTSB Flight Path Study released.
So, lets go on what we have. The last known altitude reported for AA77 was 7000 feet. And travelled 33 miles in 5 minutes. Thats 6.6 miles per minute or 396 knots (Update: FDR data shows 325 knots average airspeed. 9/11 Commission Report is inaccurate). Then the aircraft began a 330 degree spiraling dive, leveling at 2200 feet to accelerate to the Pentagon while continuing descent. He started the maneuver at 7000 feet, 396 knots, dove almost 5000 feet within a 330 degree turn and covered 5 miles in about 3 minutes. According to the 9/11 Commission Report, the final impact speed was 530 mph. Update: FDR is now available and the 9/11 report is inaccurate in terms of impact speed.
So lets take an avg speed throughout the dive of 430 knots (7 miles/min). We know a standard rate turn is 2 mins for 360 degrees. So lets say he completed the turn in just under 2 minutes. Since we dont know bank angles or speed. That means he was descending at better than 2500 fpm dropping almost 5000 feet only gaining 30 knots. No problem for guys like you and me, but for Hani? We'll get to him later...
Once this maneuver was completed, without going into a graveyard spiral, he started to pull out of the descent at 2200 feet and accelerated only 30 knots more at full power to 460 knots in a descent from 2200 feet to the pentagon in about a minute (Whats Vmo at sea level for a 757? Flap speed? Since it looks like he may have found the flap handle only accelerating 60 knots from 7000 feet, the from 2200 feet at full power). AA77 crossed the highways, knocking down light poles, entered ground effect, didnt touch the lawn and got a 44 foot high target (Tail height of 757) into a 77 foot target completely, without overshooting or bouncing off the lawn, or spreading any wreckage at 460 knots. With a 33 foot margin for error. Wow, impressive. Takes a real steady hand to pull that off. I know it would take me a few tries to get it so precise, especially entering ground effect at those speeds. Any slight movement will put you off 50 feet very quickly. Im sure we all would agree.
So, who pulled off this stunt?
Hani Hanjour. Reported to have 600TT and a Commercial Certificate (see quotes right margin). Hani tried to get checked out in a 172 a few weeks prior at Freeway Airport in MD. Two seperate CFI's took Hani up to check him out. Baxter and Conner found that Hani had trouble controlling and landing a 172 at 65 knots. Bernard, the Chief CFI, refused to rent him the 172. I have instructed many years. I have soloed students in 172's when i had 300 hours as a CFI. How anyone could not control a 172 at 600TT and a Commercial is beyond me. Flight Schools keep going till you "get it" if you are a bit rusty, and then rent you the plane. They are in business to make money after all. .right? The Chief CFI basically refused any further lessons and basically told him to get lost. All this can be confirmed through google searches.
Later, a week after Sept 11. Bernard, the Chief CFI, made a statement saying, "although Hani was rejected to rent a 172, i have no doubt he could have hit the pentagon." What?? Bernard, who didnt even fly with Hani, doesnt know the maneuver involved, where the plane hit, the speeds, etc etc.. says he has no doubts that he could hit the pentagon? Sure, my grandma could hit the pentagon. How about looking into the maneuver before making that statement? He made that statement while the pentagon was still smoking for petes sake. A bit of monday morning quarterbacking if you ask me. A common theme among inexperienced pilots. This also can be verified via google searches.
So, to sum up. Hani Hanjour, took a 757, with zero time in type, did the maneuver described above, a 400 knot 330 degree sprialing dive at 2500 fpm, only gaining 30 knots, then 30 knots more descending from 2200 feet at full power, with a very steady hand as to not overshoot or hit the lawn, inside ground effect, at 460 knots impact speed, but was refused to rent a 172 cause he couldnt land it at 65 knots? C'mon... sounds like a bad B movie... Please see right margin for more testimony regarding Hani and his training.
My conclusion is, the manever looks possible, for guys like me and you. But for Hani? unlikely. He either got REALLY lucky, or someone/something else was flying that plane. Sure wish we had clear video of a 757 hitting the pentagon to silence all these "Conspiracy theorists". They want us to believe the pentagon is only covered by a parking gate camera? C'mon...
For anyone wanting to do further research on the subject. Almost all the circumstances surrounding 9/11 have similar scenarios. Hell, they didnt even match up the parts found at each site to their airframes via maintainence logs. There is an article out there that states all the parts were returned to United two weeks after Sept 11. Why... so they could refurbish them to put in their parts dept? This is evidence from a crime scene. You dont give it back to the airline. They claim insurance and its over with.
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