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Friday, May 4, 2012

911 - Pentagon Aircraft Data Is Not From An American Airlines 757

Overwhelming Evidence Pentagon Aircraft Data Is Not From An American Airlines 757 

03/03/11 - (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.
Pilots For 9/11 Truth analysis of data being provided by the National Transportation Safety Board (NTSB) has revealed the data does not support an impact with the Pentagon, exceeds the capabilities of a standard 757/767 by a wide margin, while demonstrating control issues for an "inexperienced pilot" (See 9/11: Attack On The Pentagon9/11: World Trade Center Attack, andFlight Of American 77). The data itself does not support what we have been told by the 9/11 Commission. When contacted, the NTSB and the FBI refused to comment. Pilots For 9/11 Truth went on to research if there was any evidence linking the data to N644AA (the aircraft described as "Flight 77"), once again, there is no evidence to support the government version of events(1). Research was also performed to determine if there was any evidence whatsoever linking the limited number of parts found at the Pentagon, to N644AA(2). In an unprecedented turn of events, the parts were never verified by any government agency for any of the four aircraft reported to have been used on 9/11. In all instances, there hasn't been any evidence provided by government agencies to support what we have been told by the 9/11 Commission. Further analysis reveals evidence demonstrating the data provided was not generated by an American Airlines airplane in the case of the attack on the Pentagon.

DATA FRAME LAYOUT
Pilots For 9/11 Truth have been provided several files through the FOIA. One file in particular, a raw Flight Data Recorder file which is described as a direct download from the FDR, contains binary code which needs to be decoded for a proper readout in a spreadsheet such as Excel. In order to decode such data, a Data Frame Layout is required. Derived from a generic Boeing Data Frame Layout, American Airlines provided it's own custom made Data Frame Layout which was designed for decoding data from aircraft within the American Airlines fleet, based on airline needs exclusive to American Airlines (AAL). The custom made AAL Data Frame Layout was unable to decode the data in full, and in some instances, neither the AAL Data Frame Layoyut nor the generic Boeing Data Frame Layout were able to be utilized in decoding the data(3). Why would American Airlines design their own custom Data Frame Layout if it cannot decode data from their aircraft? Or perhaps the data being provided is not from an American Airlines jet?

FLIGHT DECK DOOR
Pilots For 9/11 Truth also found, according to the data, there is no evidence suggesting a "Hijack" had occurred. A Flight Deck Door parameter shows the door closed for the entire flight. No evidence has been provided thus far which shows the Flight Deck Door open in order to facilitate a "Hijack".(4)

LATITUDE/LONGITUDE
Further evidence that the data is not from an American Airlines jet nor American Airlines Flight 77, comes in the form of Latitude and Longitude (Lat/Long) coordinates in the data itself. When plotted, the Lat/Long coordinates are more than 3,000 feet in error at time of departure from Washington Dulles International Airport (IAD). According to American Airlines 757/767 Operating Manual, along with several American Airlines 757/767 Captains, the navigational instruments (known as an IRS or Inertial Reference System), is aligned at the gate, prior to all flights(5). If such an error is observed in an American Airlines airplane, the aircraft is grounded until fixed. It would never leave the gate. If such an error was encountered during taxi to the runway, the Captain would have had to return to the gate until it was fixed.(6)

DEPARTURE GATE AND FULL ALIGNMENT
According to official reports and audio provided by government agencies, American Airlines Flight 77 departed from Gate D26 at IAD(7). However, when the Lat/Long data is adjusted for the 3,000+ foot offset, the data shows a departure from a gate other than D26(8). American Airlines requires a full alignment (as opposed to a "fast alignment") prior to every flight with the pilots physically inputting the Lat/Long coordinates of the gate, provided by navigational charts, into their navigational system. The aircraft should have never left the gate with such a large error within it's navigational system. Although some aircraft have the ability to update it's position in flight, an "update" is very different from an alignment. Any "updates" in flight will not be accurate if the initial alignment was not achieved at the gate. It is interesting to note that Military Aircraft are capable of in flight alignment of an Inertial Navigation System.

AUTO-ALIGNMENT AND GPS
Military aircraft were equipped with GPS (Global Positioning Systems) long before GPS was offered for Commercial use. When equipped, they can auto-align the Inertial Reference System. N644AA (American Airlines Flight 77) was not equipped with a GPS. However, when one looks through the data, it shows a GPS as "OPERational"(12) and an airborne auto-alignment. How can a GPS be "OPER" if the data is reported to come from an aircraft which doesn't have a GPS? The data shows that the Lat/Long plots auto-aligned with Radar plots in flight after departure(9). American Airlines aircraft do not have the capability of in flight alignment nor would such an aircraft depart with such a large error and an IRS as it's primary source for navigation. It is impossible for an IRS equipped American Airlines jet to give accurate position information if the system was not aligned at the gate. The aircraft needs to be stationary for proper alignment or else the navigational device will have large errors and could perhaps be fatal(10). According to American Airlines 757/767 Captain Ralph Kolstad who has actual flight time in N644AA, if the Inertial Reference System (IRS) is lost in flight (or shows large errors), an emergency has to be declared. The aircraft is required to sit stationary for more than 10 minutes in order obtain a full alignment of the Inertial Reference System prior to every flight, according to and as required by American Airlines 757/767 Operating Manual(11). How can an auto-align occur airborne if American Airlines aircraft do not have this capability nor a GPS? This is more evidence demonstrating the data did not come from an American Airlines jet.

CONCLUSION
The data does not support an impact with the Pentagon, does not support a departure from the gate claimed by official reports, if the data was in fact generated by an actual aircraft, it was generated by one which is more advanced than N644AA capability in both avionics (instruments) and performance. Furthermore, the data is not able to be decoded in full by a custom data frame layout made by American Airlines exclusively for their aircraft.
The evidence is overwhelming. The data did not come from an American Airlines Jet. Pilots For 9/11 Truth are asked regularly, "If Flight 77 didn't hit the Pentagon, then where did it go?" That is a GREAT question! Pilots For 9/11 Truth recommend demanding answers in order to obtain the data from the aircraft which is claimed to have departed gate D26 at Washington Dulles on the morning of September 11, 2001 and most importantly corresponds through Lat/Long plots to a departure from Gate D26. From there, it can be tracked to where it went! Unfortunately, subpoena power will perhaps be needed to get such information and data, as FOIA requests have been exhausted and the government agencies who have responded to such requests refuse further comment. "We have fulfilled our request. You get what you get, the data we gave you doesn't support our findings? No comment! " has proven to be the case. Lawsuits have been filed by victims of 9/11, particularly one by April Gallop, a survivor from the Pentagon. Pilots For 9/11 Truth have signed an affidavit in support of Ms Gallop along with providing evidence for the case. Now all that is needed is a fair and just Judge willing to look at the evidence before throwing out the case(14).
Almost Ten years has elapsed since the events of September 11, 2001. There has been no hard evidence linking the claims made by the 9/11 Commission to their conclusions. Even the 9/11 Commission admits they have been lied to and "Set up to fail"(13). Write your Congress, write your Senators, inform them the data being provided by government agencies through the Freedom Of Information Act does not support the 9/11 Commission findings, show them the overwhelming evidence that the data did not come from an American Airlines jet.
Founded in August 2006, Pilots For 9/11 Truth is a growing organization of aviation professionals from around the globe. The organization has analyzed Data provided by the National Transportation Safety Board (NTSB) for the Pentagon Attack, the events in Shanksville, PA and the World Trade Center Attack. The data does not support the government story. The NTSB/FBI refuse to comment. Pilots For 9/11 Truth do not offer theory or point blame at this point in time. However, there is a growing mountain of conflicting information and data in which government agencies and officials refuse to acknowledge. Pilots For 9/11 Truth Core member list continues to grow.
(1) Flight Data Expert Confirmation: No Evidence Linking FDR Data to American 77 - http://pilotsfor911truth.org/Dennis-Cimino-AA77-FDR.html
(2) Ibid(3) Notes On Parameters - http://www.warrenstutt.com/AAL77FDRDecoder/NotesOnParameters.html
(4) 9/11: PENTAGON AIRCRAFT HIJACK IMPOSSIBLE http://pilotsfor911truth.org/american_77_hijack_impossible.html
(8) Aircraft Departure Gate Positional Data Conflicts With Government Story - http://pilotsfor911truth.org/aa77-gate-position.html
(11) Ibid(12) Data provided by NTSB - http://pilotsfor911truth.org/p4t/FinalFlightComplete.zip
(13) 9/11 Commission Chair Lee Hamilton, "Set up to Fail" - http://www.youtube.com/watch?v=a0LBARGBupM
(14) Pilots For 9/11 Truth Sign Affidavit In Lawsuit Brought By Pentagon Survivor - http://pilotsfor911truth.org/pentagon_lawsuit.html
------------------------------------------------
Aircraft Departure Gate Positional Data Conflicts With Government Story
Latitude/Longitude Coordinates Reflect Departure Gate Other Than Reported

02/28/11 - (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.
The below illustration is a diagram of Dulles Concourse D and their respective gates. It shows Gate D26 on the southwest corner of the terminal.

Below is the raw lat/long plot based on the information as seen in the raw Flight Data Recorder file provided by the NTSB. As you can see there is an offset from the runway during departure. This is due to navigational errors associated with the device involved, called an Inertial Navigation System or INS.

Color Coding is recognized as:
Green P9-P0 is night before engine off
Red M1 is at the Terminal
Yellow M2 is backed out and start of Taxi
Red M3 is Radio Alt 3 Feet, 1st indication of lift off
(Update to color coding - It appears the Red M1 is the engine start after pushback, and the yellow M2 is forward movement into a turn for start of taxi.)
After adjusting a Lat/Long offset based on drift prone to the navigational equipment utilized, the positional data has the aircraft departing a gate further east of Gate D26 and on the north side of the Concourse.



Once again the data being offered by government agencies do not support their theories.
Is this a possible aircraft swap before they even left the ground? Pilots For 9/11 Truth discover evidence of possible airborne aircraft swaps as well in their latest release "9/11: Intercepted". In almost 10 years since the attacks of 9/11, there hasn't been any evidence offered thus far which supports the government version of events, nor evidence linking their data to their reported allegations.
Founded in August 2006, Pilots For 9/11 Truth is a growing organization of aviation professionals from around the globe. The organization has analyzed Data provided by the National Transportation Safety Board (NTSB) for the Pentagon Attack, the events in Shanksville, PA and the World Trade Center Attack. The data does not support the government story. The NTSB/FBI refuse to comment.Pilots For 9/11 Truth do not offer theory or point blame at this point in time. However, there is a growing mountain of conflicting information and data in which government agencies and officials refuse to acknowledge. Pilots For 9/11 Truth Core member list continues to grow.

(1) Hat tip to forum member Jan "tume" Zelman - See here for full discussion and sources. http://pilotsfor911truth.org/forum/index.php?showtopic=21125
--------------------------------------------------------------
Flight Data Expert Confirmation: 
No Evidence Linking FDR Data to American 77
FDR Data Exceeds Capabilities Of A 757Does Not Support Impact With Pentagon

(PilotsFor911Truth.org) - Flight Data Recorder Expert Dennis Cimino has confirmed that the data being provided through the Freedom Of Information Act (FOIA) by the National Transportation Safety Board (NTSB) is missing crucial information, which according to Dennis, should be present and link the data to a specific aircraft and fleet. The NTSB provided three sets of data through the FOIA for what they claim is from American 77, N644AA. A csv file, an animation reconstruction and a raw data file. Rob Balsamo of Pilots For 9/11 Truth along with numerous other aviation experts, including trained Aircraft Accident Investigators have analyzed these files and determined they do not support an impact with the Pentagon. The data also exceeds the design limitations and capabilities of a standard 757 by a wide margin. This is based on data, precedent and numerous verified experts, including those who have actual flight time in the aircraft reportedly used for the 9/11 attacks (See - "Flight Of American 77", "9/11: Attack On The Pentagon" and "9/11: World Trade Center Attack" at Pilotsfor911Truth.org for full detailed analysis and interviews).
One file in particular, the compressed binary raw file alleged to be a direct data dump from the Flight Data Recorder, was recently analyzed by an alleged computer expert. He has claimed to decode 4 more seconds worth of data, above and beyond the NTSB decode, although the "additional" data has not been verified by anyone. The claim was made that the reason the NTSB did not decode this "additional" data is because the software used by the NTSB, along with the software used by the manufacturer of the FDR (L3 Communications), has an alleged "bug". If correct, this has grave consequences for Flight Safety as Flight Data is used in the promotion of safe flight through changes in regulation and procedure. The NTSB and L3 have been contacted, along with an Aviation Safety Report being filed with NASA. There hasn't been any reply confirming such a "bug".
A paper was recently published by the mentioned computer "expert" along with an alleged Chemist as the authors. They claim the extra 4 seconds support an impact with the Pentagon. They base this claim on a Radio Altimeter parameter in which the NTSB has listed as "Not Working or Unconfirmed" in the NTSB FDR Report(1). When cross-checked with the "Working and Confirmed" Primary Altimeter True Altitude data, the aircraft is still too high to hit the Pentagon(2). This can only mean that the Radio Altimeter was measuring from an object above ground level.
Radio Altimeters do not guarantee measurement from the ground. The device measures whatever object you are flying over within a certain range (a building, trees... etc). The tracking capability of the Radio altimeter is 330 feet per second, or a little under 200 knots(3). According to the data, the aircraft was traveling at a speed of 460-480 knots. Well outside the limits of the Radio Altimeter tracking capability, not to mention well outside the capabilities of a standard 757.
It is interesting that the authors, editors and Journal in which the above mentioned paper is published is highly critical and skeptical of the National Institute Of Standards And Technology (NIST) data and reports with respect to the collapse of the World Trade Center, yet is now attempting to use unverified data from another government agency to support the government story regarding a Pentagon impact. Motives are even more puzzling especially when the NTSB data in fact does not support an impact while exceeding the performance limitations and capabilities of a standard 757 as set by the manufacturer based on wind tunnel and flight testing, by a wide margin. This is also corroborated by precedent. It is also clear the paper was not reviewed by any aviation expert prior to publish, as it is littered with speculation and gross errors. For more information regarding this paper and the numerous errors it contains, please see the discussion at the Pilots For 9/11 Truth Forum(4).
FDR Expert Dennis Cimino further goes on to state:

[I]t just all comes down to two data fields being zeroed out. no tickee, no laundry. without those, there can... never be any linkage of the FDR to an 'N' number in the F.A.A. registry. not because the 'N' number is in the AC ID field, but the AC ID FIELD number is directly traceable to an N-Number in the F.A.A. registry, and the FLEET ID shows which carrier it went to.

[T]hose missing, that [data] could come from anywhere...

[N]obody flies boxes with that data zero'ed out or missing. without this data in the CPM [Crash Protected Memory], in the preamble, there can be no linkage to an aircraft N-Number.

I saw that on the first look.... the test person who extracted that data should have seen the NO ACFT ID and NO FLEET ID and said; "oh, this is such bullshit" and then asked his supervisor why they were asking him to decode BULLSHIT.
Dennis Cimino experience and qualifications:
Electrical Engineer
Commercial Pilot Rating, since 1981
Navy Combat Systems Specialist: RADAR, ECM, cryptographic communications
Flight Data Recorder Engineer Smiths Aerospace
BA-609, IDARS, Military and Commercial
Millimeter wave RADAR and countermeasures expert since 1973
Two patents held for Doppler RADAR ( Kavouras ):
long pulsewidth RADAR droop compensation network,
and wave guide arc detection for high powered RADAR

Further confirmation that there isn't any evidence linking the FDR data to "American 77", tail number N644AA is discussed here:[BELOW]
Can The Govt Get Their Story Straight? - Location Of Flight Data Recorder
Lies, Conflicting Reports, Cover-Up's - Location of American 77 Flight Data Recorder - Part II
9/11 Aircraft 'black Box' Serial Numbers Mysteriously Absent

So, if the data is not from N644AA, does not support an impact at the Pentagon, and in fact exceeds the capabilities and performance of a standard 757, what caused the damage at the Pentagon? That is exactly what Pilots For 9/11 Truth are trying figure out and the reason there needs to be a new and truly independent investigation. Some wish to ignore this data, some without expertise attempt to analyze it while attempting to say, "nothing to see here folks, move along..". Please write your Congressional Representatives and Senators. Call into talk shows, tell them there is a growing list of aviation professionals who question the government version of events on 9/11. Tell them the data being provided through the FOIA does not support the government story.
Founded in August 2006, Pilots For 9/11 Truth is a growing organization of aviation professionals from around the globe. The organization has analyzed Data provided by the National Transportation Safety Board (NTSB) for the Pentagon Attack, the events in Shanksville, PA and the World Trade Center Attack. The data does not support the government story. The NTSB/FBI refuse to comment. Pilots For 9/11 Truth do not offer theory or point blame at this point in time. However, there is a growing mountain of conflicting information and data in which government agencies and officials refuse to acknowledge. Pilots For 9/11 Truth Core member list continues to grow.
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9/11: PENTAGON AIRCRAFT HIJACK IMPOSSIBLEFLIGHT DECK DOOR CLOSED FOR ENTIRE FLIGHT

(PilotsFor911Truth.org) - Newly decoded data provided by an independent researcher and computer programmer from Australia exposes alarming evidence that the reported hijacking aboard American Airlines Flight 77 was impossible to have existed. A data parameter labeled "FLT DECK DOOR", cross checks with previously decoded data obtained by Pilots For 9/11 Truth from the National Transportation Safety Board (NTSB) through the Freedom Of Information Act.
On the morning of September 11, 2001, American Airlines Flight 77 departed Dulles International Airport bound for Los Angeles at 8:20 am Eastern Time. According to reports and data, a hijacking took place between 08:50:54 and 08:54:11[1] in which the hijackers allegedly crashed the aircraft into the Pentagon at 09:37:45. Reported by CNN, according to Ted Olson, wife Barbara Olson had called him from the reported flight stating, "...all passengers and flight personnel, including the pilots, were herded to the back of the plane by armed hijackers..."[2]. However, according to Flight Data provided by the NTSB, the Flight Deck Door was never opened in flight. How were the hijackers able to gain access to the cockpit, remove the pilots, and navigate the aircraft to the Pentagon if the Flight Deck Door remained closed?[3]
Founded in August 2006, Pilots For 9/11 Truth is a growing organization of aviation professionals from around the globe. The organization has analyzed Data provided by the National Transportation Safety Board (NTSB) for the Pentagon Attack, the events in Shanksville, PA and the World Trade Center attack. The data does not support the government story. The NTSB/FBI refuse to comment. Pilots For 9/11 Truth do not offer theory or point blame at this point in time. However, there is a growing mountain of conflicting information and data in which government agencies and officials along with Mainstream Media refuse to acknowledge. Pilots For 9/11 Truth Core member list continues to grow.
Comments? Click here for discussion.
[2] Common Strategy Prior to 9/11/2001 - http://pilotsfor911truth.org/pentagon.html
[3] Right click and save target as here to download the zipped csv file with "FLT DECK DOOR" parameter. (1.1mb zipped, 8.2mb unzipped. You will need a zip utility such as WinZip to unzip the file. You will need Excel or OpenOffice to view the spreadsheet.)

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Can The Govt Get Their Story Straight? - 
Location Of Flight Data Recorder

Location of American 77 Flight Data Recorder - Part I
09/16/07 - As many already know, the data supplied by the National Transportation Safety Board (NTSB) does not support the government story of American Airlines Flight 77 impact with the Pentagon on September 11, 2001 (see Pandora's Black Box - Chapter Two - Flight Of American 77 for detailed analysis). Some have argued how could the data not support an impact when the FDR was found inside the Pentagon? We feel that is a great question and one we have been trying to get Government agencies to explain.
The Flight Data Recorder (FDR) was found early in the morning of September 14, 2001. Government reports indicate the FDR was found at the entrance hole of the collapsed E ring. "...the two spotted an intact seat from the plane’s cockpit with a chunk of the floor still attached. Then they saw two odd-shaped dark boxes, about 1.5 by 2 feet long.... Pentagon officials said the recorders, also called "black boxes" were found around 3:40 a.m. under mounds of wreckage in the collapsed part of the building.." (MSNBC Sept 28). "Dick Bridges, a spokesman for Arlington County, Va...said the recorders were found 'right where the plane came into the building.'" (PBS - Sept 14).
However, The ASCE Building Performance Report and a new book published by the Dept Of Defense claims the FDR was found at the exit hole in the C-Ring. "[FDR] found in the building near the hole in the inner C Ring wall leading to A-E Drive." (Undertow quoting new DoD Book).
It is not unprecedented where Flight Data Recorders have been switched/planted. The Institute of Police Forensic Evidence and Criminology have determined that the FDR recovered from the crash of Air France 296 is "either... not... the DFDR of the crashed Airbus A320 on the photograph... or the DFDR presented at the trial is NOT the one from the crashed Airbus A320." (AirDisaster.com)
New questions arise. Was the FDR found at the "entrance hole" or "exit hole"? Were there three "Black Boxes" found when the aircraft only contains two? One at the "exit hole" and two at the "entrance"? Was the FDR planted in the dark morning hours on September 14, 2001? Why are there conflicts in the government story of where the FDR was found? Further, where are the pictures of the '"intact cockpit seat [and] floor" where the two black boxes appeared? Flight Data Recorders and Cockpit Voice Recorders are located in the tail of an aircraft. Not the cockpit. Where are the pictures of the "black boxes" laying in the rubble prior to being removed as is with every other aircraft accident investigation? Finally, why does the data provided by the NTSB -- claimed to be from AA77 -- not support an impact with the Pentagon? All questions remain. Government agencies refuse to provide answers.
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Lies, Conflicting Reports, Cover-Up's 

Location of American 77 Flight Data Recorder - Part II
11/30/07 - Many may recall an article we published regarding location of American Airlines Flight 77 Flight Data Recorder (AA 77 FDR) in which we expose the govt story of the flight data recorder being found at the entrance hole and exit hole. Since the article has been published, the MSNBC article we sourced (http://www.msnbc.msn.com/id/3069699/) no longer exists and now redirects to an irrelevant Newsweek page (http://www.newsweek.com/id/38176). Why would MSNBC want to remove a page which explains the recovery of AA 77 FDR? Is it because we exposed the conflicting reports of location? It gets deeper.
Popular Mechanics sources a quote from Allyn E. Kilsheimer who states;
QUOTE
"It was absolutely a plane, and I'll tell you why," says Kilsheimer, CEO of KCE Structural Engineers PC, Washington, D.C. "I saw the marks of the plane wing on the face of the building. I picked up parts of the plane with the airline markings on them. I held in my hand the tail section of the plane, and I found the black box." Kilsheimer's eyewitness account is backed up by photos of plane wreckage inside and outside the building. Kilsheimer adds: "I held parts of uniforms from crew members in my hands, including body parts. Okay?"
http://www.popularmechanics.com/technology...842.html?page=6
(bottom of page)

The first statement which may stand out to many is how can any human hold a whole 757 tail section in their hands? Where are the photographs of this tail section? But that is not the most puzzling excerpt from his statement. The most interesting piece from his statement lies in the fact Allyn says he found the black box.

The original MSNBC excerpt we sourced in our article states;
QUOTE
Early Friday morning, shortly before 4 a.m., Burkhammer and another firefighter, Brian Moravitz, were combing through debris near the impact site. Peering at the wreckage with their helmet lights, the two spotted an intact seat from the plane’s cockpit with a chunk of the floor still attached. Then they saw two odd-shaped dark boxes, about 1.5 by 2 feet long. They’d been told the plane’s “black boxes” would in fact be bright orange, but these were charred black. The boxes had handles on one end and one was torn open. They cordoned off the area and called for an FBI agent, who in turn called for someone from the National Transportation Safety Board who confirmed the find: the black boxes from American Airlines Flight 77. “We wanted to find live victims,” says Burkhammer. But this was a consolation prize. “Finding the black box gave us a little boost,” he says.
—Debra Rosenberg

As shown, the original article at MSNBC which contained this report has been redirected to an irrelevant Newsweek page (http://msnbc.msn.com/id/3069699). However, the archives can be found here (scroll to bottom 20% of page, just above portion titled: ‘WE DO WHAT WE DO BECAUSE THAT’S OUR JOB’).

Allyn E. Kilsheimer put together a very emotional story regarding his time spent inside the pentagon on the days surrounding September 11, 2001. Popular Mechanics found the story so compelling as to use it in their "Debunking" piece. Although, it appears Popular Mechanics didn't take the time to research this story thoroughly. A human who can hold a whole 757 tail section in his hands who also found the "3rd Black box". Could this be the black box found at the exit hole? Last we checked, the 757 only holds two black boxes. Can The Govt Get Their Story Straight?. Is this the reason the original MSNBC article reporting individuals other than Allyn as finding the Black Boxes is now missing? We find it puzzling that the MSNBC article was availble for years after Sept 11, only to have disappeared after we published our "Location" article.

Pilots For 9/11 Truth received data and information from the National Transportation Safety Board claimed to be from American Airlines Flight 77 Flight Data Recorder through Freedom Of Information Act requests. Analysis of the Flight Data Recorder does not support the govt story of American Airlines Flight 77 impact with the pentagon. The NTSB/FBI refuse to comment (Pilots For 9/11 Truth Press Release).
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9/11 Aircraft 'black Box' Serial Numbers Mysteriously Absent, -- Aidan Monaghan
Aidan Monaghan posted the below on 9/11Blogger here:
http://www.911blogger.com/node/14081

I was hoping he would post it on this forum as well but since he hasn't, thought I'd bring it over:
Aidan Monaghan
Of all major U.S. airline crashes within the U.S. investigated and published by the National Transportation Safety Board during the past 20 years, the 9/11 'black boxes' are virtually the only ones without listed serial numbers.
NTSB American Airlines flight 77 flight data recorder report, not noting a device serial number:
http://www.911myths.com/AAL77_fdr.pdf

NTSB United Airlines flight 93 flight data recorder report, not noting a device serial number:
http://www.gwu.edu/~nsarchiv/NSAEBB/NSAEBB196/doc04.pdf

The United States government alleges that 4 registered Boeing commercial passenger aircraft were used in the September 11, 2001 terrorist attacks, yet has failed to produce any physical evidence collected from the 3 9/11 crash scenes positively tied to these federally registered United and American airlines aircraft. Despite the release of abundant information regarding the 9/11 flights and the aircraft reportedly used, specific information that would confirm official allegations regarding the identity of these aircraft has been mysteriously withheld or denied upon request.
The federally registered aircraft reportedly used during the 9/11 attacks:

- American Airlines flight 11 (N334AA), United Airlines flight 175 (N612UA), American Airlines flight 77 (N644AA) and United Airlines flight 93 (N591UA).
With flight data recorder serial number data that is virtually always provided within NTSB reports of major U.S. commercial airline crashes that occur within U.S. territory, one can trace an installed device to a particular registered aircraft through manufacturer or Federal Aviation Administration records.

The following e-mail was provided by a Susan Stevenson of the NTSB on 12/26/2007, in response to a 12/16/2007 public correspondence e-mail inquiry:
"Yes. NTSB investigators rarely encounter a scenario when the identification of an accident aircraft is not apparent. But during those occasions, investigators will record serial numbers of major components, and then contact the manufacturer of those components in an attempt to determine what aircraft the component was installed upon."
A 11/26/2007 Freedom of Information Act request of the Federal Aviation Administration for the last known serial numbers of the flight data recorders and other components contained by the aircraft said to have been used during the 9/11 attacks, was unlawfully denied.
Background:
http://www.911blogger.com/node/13149
A 1/3/2008 e-mail reply from a Loren Cochran, a FOIA specialist with the Reporters Committee for Freedom of the Press, regarding the FAA FOIA denial reads as follows:
"It is unusual and unlawful for them to not cite an exemption. “[W]e are not in a position to release the said records at this time,” certainly isn’t an exemption any where in the Freedom of Information Act, and I can’t think of any case law that supports that answer either."
The RCFP site:
http://www.rcfp.org/
Because of the criminal nature of the 9/11 attacks, the FBI became the lead investigative agency into the 9/11 aircraft mishaps, along with the requested aid of the NTSB. It is possible that the FBI seized FAA 9/11 aircraft records containing component serial number data for aircraft identification purposes and that the FAA no longer possesses them.
http://www.ntsb.gov/pressrel/2001/010913.htm
By document labeled "Testimony of Marion C. Blakey, Chairman National Transportation Safety Board before the Committee on Commerce, Science and Transportation United States Senate", it is indicated that the NTSB assisted the FBI with the process of "aircraft parts identification" regarding the said aircraft.
http://www.ntsb.gov/Speeches/blakey/mcb020625.htm
Flight data recorder information provided by the NTSB, for all major U.S. commercial passenger aircraft crashes within U.S. territory, involving major aircraft and/or loss of life, since 1988, with noted FDR serial numbers:
Comair Flight 5191, August 27, 2006, CRJ-100, 49 Dead, Fairchild Model F-1000 FDR, Serial Number: 102368
http://www.ntsb.gov/publictn/2007/AAR0705.pdf
Chalk's Ocean Airways Flight 101, December 19, 2005, Grumman G-73, 20 Dead (Not equipped with a FDR)
http://amelia.db.erau.edu/reports/ntsb/aar/AAR07-04.pdf
Corporate Airlines Flight 5966, October 19, 2004, HP Jetstream, 13 Dead, Fairchild Model F-1000 FDR, Serial Number: 00511
http://www.ntsb.gov/publictn/2006/AAR0601.pdf
Pinnacle Airlines Flight 3701, October 14, 2004, CL-600-2B19, 2 Dead, Fairchild Model F-1000 FDR, Serial Model: 01094
http://www.ntsb.gov/publictn/2007/AAR0701.pdf
US Airways Express Flight 5481, January 8, 2003, Beechcraft 1900, 21 Dead, Fairchild Model F-1000 FDR, Serial Number: 01110
http://www.ntsb.gov/events/2003/AM5481/docket/255651.pdf
American Airlines Flight 587, November 12, 2001, Airbus 300, 260 Dead, Fairchild Model FA-2100 FDR, Serial Number: 1186
http://www.ntsb.gov/Events/2001/AA587/exhibits/241509.pdf
Alaska Airlines Flight 261, January 31, 2000, Boeing MD-83, 88 Dead, Sundstrand Model FDR, Serial Number: 9182
http://www.ntsb.gov/Events/2000/Aka261/docket/117973.pdf
American Airlines Flight 1420, June 1, 1999, McDonnell Douglas MD-82, 11 Dead, L3 Model FA-2100 FDR, Serial Number: 00718
http://www.ntsb.gov/publictn/2001/AAR0102.pdf
COMAIR Flight 3272, January 9, 1997, Empresa Brasileira de Aeronautica, 29 Dead, Loral Fairchild Model F-1000 FDR, Serial Number: 997
http://www.ntsb.gov/publictn/1998/AAR9804_body.pdf
TWA Flight 800, July 17, 1996, Boeing 747, 230 Dead, Sundstrand Model FDR, Serial Number: 10291
http://www.ntsb.gov/Publictn/2000/AAR0003.pdf
Valu Jet Flight 592, May 11, 1996, McDonnell Douglas DC-9, 110 Dead, Loral Fairchild Model F-800 FDR, Serial Number: 6132
http://www.ntsb.gov/Publictn/1997/AAR9706.pdf
Atlantic Southeast Airlines Flight 529, August 21, 1995, EMB-120RT, 8 Dead, Fairchild Digital Model F-800 FDR, Serial Number: 04856
http://www.ntsb.gov/publictn/1996/AAR9606.pdf
American Eagle Flight 4184, October 31, 1994, ATR 72, 68 Dead, Loral/Fairchild Model F-800 FDR, Serial Number: 4838
http://www.ntsb.gov/Publictn/1996/aar9601.pdf
US Air Flight 427, September 8, 1994, Boeing 737-300, 133 Dead, Loral/Fairchild Data Systems Model F-1000 FDR, Serial Number: 442
http://www.ntsb.gov/publictn/1999/AAR9901.pdf
US Air Flight 1016, July 2, 1994, McDonnell Douglas DC-9, 37 Dead, Fairchild S-703 FDR, Serial Number: 00880
http://amelia.db.erau.edu/reports/ntsb/aar/AAR95-03.pdf
US Air Flight 405, March 22, 1992, Fokker F-28, 27 Dead, Fairchild F-800 FDR, Serial Number: 154
http://www.airdisaster.com/reports/ntsb/AAR93-02.pdf
Atlantic Southeast Airlines Flight 2311, April 5, 1991, Embraer EMB 120, 23 Dead, (Not equipped with a FDR)
http://amelia.db.erau.edu/reports/ntsb/aar/AAR92-03.pdf
United Airlines Flight 585, March 3, 1991, Boeing 737, 25 Dead, Fairchild Model F-800 FDR, Serial Number: 4016
http://amelia.db.erau.edu/reports/ntsb/aar/AAR92-06.pdf
US Air Flight 1493, February 1, 1991, Boeing 737, 22 Dead, Sundstrand Model FWUS FDR, Serial Number: 692
http://amelia.db.erau.edu/reports/ntsb/aar/AAR91-08.pdf
United Airlines Flight 232, July 19, 1989, McDonnell Douglas DC 10, 111 Dead, Sundstrand Model 573 FDR, Serial Number: 2159
http://www.airdisaster.com/reports/ntsb/AAR90-06.pdf
Delta Air Lines Flight 1141, August 31, 1988, Boeing 727, 14 Dead, Lockheed Model 109-D, FDR, Serial Number: 654
http://amelia.db.erau.edu/reports/ntsb/aar/AAR89-04.pdf
The only other instance of undocumented FDR serial numbers following a major U.S. commercial aircraft crash within U.S. territory during this 20 year period, seems to be a little known mishap that oddly, occurred on September 11, 1991, exactly 10 years before the September 11, 2001 terrorist attacks. This report also did not list a FDR manufacturer or model number, possibly because the accident was immediately determined to be the result of negligence on the part of aircraft maintenance personnel.
Continental Express Flight 2574, September 11, 1991, EMB 120, 14 Dead, FDR Manufacturer, Model & Serial Number Not Available.
http://www.airdisaster.com/reports/ntsb/AAR92-04.pdf
NTSB Major Airline Crash Reports Of Last 10 Years:
http://www.ntsb.gov/Publictn/A_Acc1.htm
NTSB Major Airline Crash Reports Prior To Past 10 Years:
http://www.ntsb.gov/Publictn/A_Acc2.htm
Notable Crashes Of Commercial Aircraft:
http://en.wikipedia.org/wiki/List_of_notab...ercial_aircraft



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