Aal77 Fdr Decoder Program, Decodes almost 4 more seconds Options

[wstutt]

I now have version 1.4 of my AAL77 FDR Decoder available on my web site along with new output files.

I have added some new parameters mainly to do with roll.

You can read further notes on the new parameters here.

Warren.

[rob balsamo]

Thanks Warren...

I see that the roll data still does not correspond with the ASCE report requiring a 5 degree left bank for the generator/building damage.

Another interesting parameter i came across is "FLIGHT DECK DOOR"?

Hmmm... it is closed for the entire flight. How did AA77 get hijacked with a closed flight deck door?

For those interested, here is the hijacker timeline thread... roughly 3 mins from last radio call to initiation of the turn to the east towards the pentagon...
http://pilotsfor911truth.org/forum/index.php?showtopic=17

For easier reference, i have uploaded a csv file of the FLIGHT DECK DOOR and GMT (Time) parameters side by side.

http://www.megaupload.com/?d=XX44XLUH

I suppose GL's will now use the excuse that Jihadists have special powers to walk through closed doors... and also herd the pilots to the back of the plane, as claimed by Ted Olsen, also through a closed door?

[tezzajw]

I suppose GL's will now use the excuse that Jihadists have special powers to walk through closed doors... and also heard the pilots to the back of the plane, as claimed by Ted Olsen, also through a closed door?

Obviously a bird strike must have caused a glitch in the data.

[tnemelckram]

Obviously a bird strike must have caused a glitch in the data.

Oh nonsense.

Obviously a heroic and clever Barbara Olsen cowardly and conniving terrorist put chewing gum in the door catch to foil frustrate the terrorist's dastardly plan heroic warning phone call from Barbara Olsen.

[Guest_Turbofan_*]

No, you both have it wrong! Hani used his box cutter to make a human sized hole through the door making it unnecessary to unlatch the lock! (IMG:http://pilotsfor911truth.org/forum/style_emoticons/default/laughing1.gif)

This pretty much "SEALS" the deal for a government lie. Get it? SEALS...DOOR? (IMG:http://pilotsfor911truth.org/forum/style_emoticons/default/laughing1.gif)

[wstutt]

Hi Rob,

Thanks Warren...

I see that the roll data still does not correspond with the ASCE report requiring a 5 degree left bank for the generator/building damage.

Pages E24, E43 and E51 of the data frame layout D226A101-3G.pdf that I received from the NTSB in response to my FOIA request state that a positive roll angle is right wing down. Would right wing down indicate a right bank or turn the right? I see that last few values for ROLL ANGLE CAPT (DEG) except for the last one which is zero are positive. It appears the roll angle is also positive during the loop towards the end of the flight. If I am correct that positive roll angles indicate a right bank, then the last few values for ROLL ANGLE CAPT (DEG) except for the last one would appear to indicate a right rather than left bank. Do you agree?

Another interesting parameter i came across is "FLIGHT DECK DOOR"?

Hmmm... it is closed for the entire flight. How did AA77 get hijacked with a closed flight deck door?
<snip>

The FLT DECK DOOR shows CLOSED throughout all the previous 11 flights stored in the FDR as well. There is over 40 hours worth of data in the FDR. Therefore I don't know whether or not this parameter was sensed and recorded correctly. Note also that this parameter is only recorded once every 4 seconds.

Would you or other commercial pilots expect that the flight deck door would not normally be opened for at least 4 seconds during the time when the engines are running (and therefore the FDR is recording)?

Warren.

[rob balsamo]

Hi Warren,

Yes, I agree, positive roll means right bank (right wing down). You can also cross-check this with heading change. The data conflicts with the ASCE damage report requiring a left bank of roughly 5 deg IIRC.

Unfortunately, I have no way to verify the other 11 flights in your data. However, the last flight does verify with our data.

I spoke with Ralph Kolstad (American 757 Capt) and Rusty (United 757 Capt), they verified and confirmed my article before i published it.

Also, it is not unusual to keep the cockpit door closed during flight. I have gone on many 4-5 hour flights never leaving the cockpit. I've even done many trips single and twin engine prop from NY to Florida, Memphis... etc, 8-10 hours of flying, with one pee break at midway point when stopping for gas. I know many pilots who go hours without leaving their seat.

Many pilots dont like to leave the flight deck. Its called "The Walk Of Shame" for a reason...lol

more on this here...
http://pilotsfor911truth.org/forum/index.p...&p=10779386

Also keep in mind, some of the previous flight locations if i recall were LA-ORD-MIA-IAD, These are relatively short legs. 2-3 hours. Hit the bathroom before boarding, bring your lunch (which most pilots do to save some cash and eat more healthy than airline food), and you never need to leave your seat. There is also plenty of room to stretch on a 757 Flight Deck.

[wstutt]

Thanks Rob,

<snip>
Also, it is not unusual to keep the cockpit door closed during flight. I have gone on many 4-5 hour flights never leaving the cockpit. I've even done many trips single and twin engine prop from NY to Florida, Memphis... etc, 8-10 hours of flying, with one pee break at midway point when stopping for gas. I know many pilots who go hours without leaving their seat.

Many pilots dont like to leave the flight deck. Its called "The Walk Of Shame" for a reason...lol

more on this here...
http://pilotsfor911truth.org/forum/index.p...&p=10779386

Also keep in mind, some of the previous flight locations if i recall were LA-ORD-MIA-IAD, These are relatively short legs. 2-3 hours. Hit the bathroom before boarding, bring your lunch (which most pilots do to save some cash and eat more healthy than airline food), and you never need to leave your seat. There is also plenty of room to stretch on a 757 Flight Deck.

You are correct about the short flights. The longest section of FDR data for all flights (engines on to engines off) is only 4 hours and 34 minutes. If the pilots never left the flight deck during the previous 11 flights, then it would appear to me that either:
(1) The flight deck door was never opened while the engines were running.
(2) The flight deck door open/closed state was not sensed and recorded correctly. e.g. The door sensor reports closed when the door is actually open.
(3) The flight deck door was opened, but for less than 4 seconds each time.

I am open to suggestions.

I have only just started reading through the thread you included a link to.

Warren.

[rob balsamo]

(1) The flight deck door was never opened while the engines were running.
(2) The flight deck door open/closed state was not sensed and recorded correctly. e.g. The door sensor reports closed when the door is actually open.
(3) The flight deck door was opened, but for less than 4 seconds each time.

If your data is correct for the previous 11 flights....

1 is certainly possible as discussed...

I can see 3 apply to the previous 11 flights as a pilot could have walked through the door in less than 4 seconds and the FDR missed the poll?

But for the "Hijackers" to storm the cockpit and then remove the pilots in less than 4 seconds, twice? Highly unlikely.

Number 2 i dont see as possible as the sensor is routed through the EICAS which is a crew alert system on the same display unit (tv screen for the layman) as the engine gauges. If the door sensor failed, the pilots would have known about it. I think its also a "no-go" item, which means the plane would be grounded until the switch was fixed by maintenance. Which is probably a quick fix and not much of a delay. Probably can be done with passengers on board.

Also, Capt Kolstad confirmed the door sensors were installed prior to 9/11. Therefore, the FDR was polling the door sensor on American Airlines 757's, hence the reason it is listed in the data and showing a door state.

Rusty (United Capt) wasnt sure if there was a cockpit door sensor on his aircraft. Which corresponds with the fact that UA93 data doesnt show a parameter for FLT DECK DOOR. But he did say they had a switch to open the door. But was located in a different area of the cockpit than on American 757's.

I'll let Turbofan discuss more about the fact it would be impossible for the parameter to be recording any state if it were not "sensed".

[tnemelckram]

Hi WStutt!

Many thanks for all your work. You have enabled Rob to take a huge leap forward.

You seem to take a neutral position as to drawing conclusions. I think I understand why - one cannot see how your decoding program works so it has to be trusted implicitly by everyone regardless of their opinion. You can't appear to have an agenda and enjoy that kind of universal trust as an honest broker at the same time!

I looked at your three decode files of what appear to be the plane's historical airport locations (Complete, Complete One Line and Complete One Line With Airport Locations). I was unable to tie them into the csv file for the last flight FDR data (Final Flight complete) by matching the bit or frame or whatever they are numbers. SO I am unsure exactly what the former three files represent, starting with their time frame, and more particularly how they tie in to the Final Flight data.

But I did notice the final fourteen locations. Starting at fourteenth from last and going down the list, numbers 14 through 3 are Dulles Airport, which is where the last location would necessarily have to be to fit the Official Story. But then, next to last is "TISX","Henry E Rohlsen Airport","Christiansted, St Croix, U.S.V.I." Then last, intruigingly enough, is ,"KFVE","Northern Aroostook Regional Airport","Frenchville, Maine, USA". WHHHAAATTT!!!

I see from the above Posts there are a total of eleven flights for *whatever this plane is* recorded in the FDR data.I gather from your posts that you have decoded them. ANd how the next to last flight ties into the last flight seems to be important. Theortically, the coordinates when the plane is shut down on the enxt to last flight should be at Dulles just as the coordinates for the last flight start at Dullles.

So have you decoded the other flights? Could you make available at least the starting and final coordinates for each one of the prior ten flights?

It might be interesting to see how they jibe.

[rob balsamo]

But I did notice the final fourteen locations. Then last, intruigingly enough, is ,"KFVE","Northern Aroostook Regional Airport","Frenchville, Maine, USA". WHHHAAATTT!!!

Whaaaaa is right.....

KFVE is not served by American Airlines....not to mention the runway is only 4600 feet, nor can the airport provide services for a 757.... or.. .can it...... (insert twilight zone music here).

Where is this "Complete One Line With Airport Locations" file? I cant find it on Warren's site.

"Henry E Rohlsen Airport","Christiansted, St Croix, U.S.V.I. is also not served by American according to their website.

Where is this data coming from?

[tnemelckram]

Hi Rob!

Where is this "Complete One Line With Airport Locations" file? I cant find it on Warren's site.

Where is this data coming from?

Here's a link to the page with the download links for the three files I referred to in the Post including Complete One Line With Airport Locations. Both that file and the other files also appear to have INS type coordinates from which the location can be determined even without the airport names:

http://www.warrenstutt.com/AAL77FDRPartial...iles/index.html


EDIT TO ADD: The airport list also shows that the plane flew to American Samoa and Palau on what appears to be a South Pacific Tour and then to Barrow Alaska at some point in its doomed and checkered career. Also note that the St Croix location appears many times earlier on in the list of airports suggesting perhaps some kind of regularity about that location.

This post has been edited by tnemelckram: Nov 28 2009, 09:14 PM

[rob balsamo]

Alright, there is something very strange with those locations. If those locations are correct, and it came from the AA 77 FDR file as suggested by the header on Warrens page, there is NO WAY that aircraft is a 757 flying passenger service for American Airlines.

This could be bigger than the closed door article.

Warren, please explain these locations.

[tezzajw]

How can a plane land and be serviced at airports that are not designed for it?

Interesting information, if it turns out that way.

How soon can either of you follow up on it and do some fact checking?

[wstutt]

Alright, there is something very strange with those locations. If those locations are correct, and it came from the AA 77 FDR file as suggested by the header on Warrens page, there is NO WAY that aircraft is a 757 flying passenger service for American Airlines.

This could be bigger than the closed door article.

Warren, please explain these locations.

OK, the CSV files you are referring to were generated by my older AAL77 FDR Partial Decoder program that is only capable of decoding the small sections of the FDR file that are recorded in uncompressed form. I started a thread about it here. The method which the program uses to recognise uncompressed data is not fool proof so it attempts to decode some of the compressed data as if it were uncompressed. This shows up as rows with unusual values.

For the good rows of data, you can see that from the radio height and the pressure altitude for those rows that the plane is on the ground. In the bad rows of data, they are all over the place. Up to four seconds of uncompressed data is recorded by the FDR each time it starts up before it starts recording compressed data, so the aircraft should be on the ground.

Now that I understand the FDR file more completely, I would be able to fix the program so that it recognises uncompressed data correctly and eliminate the bad rows. However it doesn't seem worthwhile. Note that my new AAL77 FDR Decoder program only decodes compressed data.

Warren.

[rob balsamo]

Thanks for the explanation Warren.

I had a feeling it had something to do with the decode as i looked closer at G loads and other parameters and they were all over the place.

[wstutt]

Hi WStutt!

Many thanks for all your work. You have enabled Rob to take a huge leap forward.

Your welcome.

<snip>

I looked at your three decode files of what appear to be the plane's historical airport locations (Complete, Complete One Line and Complete One Line With Airport Locations). I was unable to tie them into the csv file for the last flight FDR data (Final Flight complete) by matching the bit or frame or whatever they are numbers. SO I am unsure exactly what the former three files represent, starting with their time frame, and more particularly how they tie in to the Final Flight data.

But I did notice the final fourteen locations. Starting at fourteenth from last and going down the list, numbers 14 through 3 are Dulles Airport, which is where the last location would necessarily have to be to fit the Official Story. But then, next to last is "TISX","Henry E Rohlsen Airport","Christiansted, St Croix, U.S.V.I." Then last, intruigingly enough, is ,"KFVE","Northern Aroostook Regional Airport","Frenchville, Maine, USA". WHHHAAATTT!!!

See my reply to Rob regarding the unusual locations.

I see from the above Posts there are a total of eleven flights for *whatever this plane is* recorded in the FDR data.I gather from your posts that you have decoded them. ANd how the next to last flight ties into the last flight seems to be important. Theortically, the coordinates when the plane is shut down on the enxt to last flight should be at Dulles just as the coordinates for the last flight start at Dullles.

So have you decoded the other flights? Could you make available at least the starting and final coordinates for each one of the prior ten flights?

It might be interesting to see how they jibe.

I have added an output file on my website for all subframes (all the FDR data) for the PRES POSN, FRAME COUNTER, Words in Frame and Sync Lost parameters. Let me know if you need something else.

Look for Sync Lost to find where one flight finishes and the next one starts. The next line after a line that contains Sync Lost that has a value of 1020 for the Words in Frame parameter is the start of the next flight. The good uncompressed data out of the files you referred to should have been recorded just before the start of the next flight. Note that in Readout2, the line before the start of the next flight shows as #ERROR. Readout2 also shows where the aircraft was the night before.

Warren.

[Guest_Turbofan_*]

Just to clarify:

If the door latch was broken, or the switch sensing the door 'CLOSED' position was faulty, the signal would default to a logic '1' and the FDR would
show "OPEN" all the way through the flight. This is due to the "pull up resistor" built into the electric circuit connected to the power source.

Because the ground signal is only presented when the switch/door is shut, it is a strong case to show the sensor was functional.

You could argue that it would appear most suspicious to see the field parameter reading OPEN for all flights and never change as this
would be out of practice for pilots in flight.

As Mr. Balsamo stated earlier, it's very common and logical to accept the fact that pilots do not leave the flight deck during short
flights, and therefore a constant CLOSED value is what we would expect to see.

[tnemelckram]

Hi All!

After reviewing the Posts after the one by me that stirred up the Odd Airport Issue, it seems a good idea to Post my understanding of why it now appears that there is nothing to that issue. At least it appears to be good illustration for laypeople like me of the difficulties with decoding the FDR data, why so much care has been taken with the decodes, and why PFT was so circumspect about drawing conclusions from the earlier series of decodes.

Basically, the odd airport readings are a result of the limitations of the earlier decode programs that produced lines of gibberish as well as useful lines of data. The pattern in the Complete With Max One Line And Airports Data File also might suggest that the gibberish is related to the "warming up" process for the FDR. Maybe a good analogy is HAL2000 singing "Daisy Daisy" as Dave is closing down HAL's processing power.

Look at the last two lines that my earlier Post highlighted. The nonsensical pressure altitude "31493" is associated with the next to last St. Croix Airport Location and "56539" with the last and formerly even more exciting Frenchville Maine Airport Location. If you look further you will see similar nonsensical altitudes associated with the South Sea and Alaska outliers, some of them in the negative ten thousands and which put the plane 2, 3, 4, or 5, times deeper than the Maximum Possible Depths Of Hell. This is gibberish.

There is a pattern where the St. Croix Location either precedes or is interspersed with the O'Hare Location. To me this suggests a warm up or down as the FDR goes up or down through the 144 alt. for St. Croix to or from the 145 alt. for O'Hare. St. Croix appears a few other times but when you look at those they still seem consistent with that Location being just a quirk in an otherwise properly-functioning process.

Other than that, the FDR records the plane at ORD, LAX, ORL or IAD, which is consistent with AAL operations and those of this purported specific plane.

Rob has also noted other gibberish with regard to G Forces. I just stuck to the pressure alt. because it is the second place in the data string and made relation to the airport name easy even with the limitations of Wordpad. Perhaps another illustration of why the government thought that analyzing it would be so difficult that it was safe to release it along with a nice "good luck" pat on the ass.

Thank you Warren for separating out the start and stop coordinates for the prior ten flights. In the spirit of leaving no rock unturned, I'm still going to take a look at them. And thanks to Rob and TF for having a look (I read a lot into you guys' distinct lack of excitement in your latest Posts!).

I suppose this shows some of the problems that come with a grass roots movement where laypeople and professionals combine their efforts. The good news is that we have the satisfaction of knowing that we turned this rock over and looked underneath and can now rule it out.

This post has been edited by tnemelckram: Nov 29 2009, 12:35 PM

[tnemelckram]

Hi All!

Thank you very much Warren! He graciously provided an FDR read out limited to the starting and final coordinates all of the recorded flights for the purported AA77 911 plane (before 911 and on 911 all the way to the final position record. This is the link to his 4.6mb file, which contains more than 150,000 lines of positional data apparently recorded every second or so as long as the engines were running.

http://www.warrenstutt.com/AAL77FDRDecoder...osnSyncLost.csv

Following his advice to look for sync lost as the end of a flight and a following 1020 parameter as the start of the next, I extracted each line of data containing those events and 2 or 3 lines that was usually in between the two. That narrowed the lines down to about 150. I gave the very first recorded position serial number 1, then each following sync lost or following 1020 serial numbers 2-48. Number 48 is the last sync lost before the Pentagon, so I gave the three following positions serial numbers 49, 50 and 51. Here is a Word97 file with the extracted data, showing the ones with serial numbers.

http://www.orbitfiles.com/download/id6426203204.html

Here is a .kmz file plotting those positions along with my serial number, the Subframe Count, and comments showing which ones appear to be the beginning or end of a flight in pink.

http://www.orbitfiles.com/download/id6426147685.html

1. The first thing that caught my attention was of course the final four readouts, 48 being the final "sync lost" and 49-51 subsequent positions. They show the plane missing the light poles completely. The last position No. 51 is still across the freeway, already past and NE of Citgo, over the second grassy "leaf" of the cloverleaf, slightly past the bridge where the first pole is located. The course is a straight line. Here's a screen shot jpg from the .kmz showing these four points as pink targets.

http://www.orbitfiles.com/download/id6426148438.html

For whatever it's worth, the final point is practically halfway between the last two RADES positions, which are shown by two dots with line in blue.

This course has the plane going over the south edge of the Citgo. I am not suggesting that this is the course it took - I'm only offering it because it is a good argument to use against the GL's because it is government data showing the plane missing the poles. To show this, I have added some placemarks and lines to the .kmz file that show my thoughts on the approach path of the plane the CIT witnesses saw.

The two green lines are the result of using Hillbilly Calculus to draw a line that evenly distributed on either side the radar returns from the four airports and RADES. Dmole did a more scientific analysis and came up with something close to this as well. This used the processed radar data that Farmer converted into lat/long coordinates.

The red dots with lines and yellow dots with lines are based on the raw radar data from DCA. The first dot is PRange and PDegrees and the second DRange and DDegrees, with the connecting line showing that they are from the same sweep. I think this is to give an average that places the plane between the two dots along the line. This was done rather crudely using the GE compass and ruler starting from the exact location of the DCA radar dish. Farmer thought you had to make a 9.5 degree adjustment to the raw data so the yellow shows it his way. The red shows it done my way without the adjustment.

The red and green show what I think and support the NoC approach and witnesses. Note how the pink INS path runs down the middle of the lot.

I'll post about the plane flights later,. I just wanted to throw this out for comment and critique. I don't think it helps the government and GL's at all!

This post has been edited by tnemelckram: Dec 1 2009, 06:33 AM