Overwhelming Evidence Pentagon Aircraft Data Is Not From An American Airlines 757, PilotsFor911Truth.org
Overwhelming Evidence Pentagon Aircraft Data Is Not From An American Airlines 757, PilotsFor911Truth.org
Mar 3 2011, 09:51 PM
Joined: 13-August 06
Member No.: 1
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 Pentagon, 9/11: World Trade Center Attack, and Flight 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)
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.
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
(3) Notes On Parameters - http://www.warrenstutt.com/AAL77FDRDecoder...Parameters.html
(4) 9/11: PENTAGON AIRCRAFT HIJACK IMPOSSIBLE - http://pilotsfor911truth.org/american_77_h...impossible.html
(5) 757/767 Operating Manual Pre-Flight Checklist - http://pilotsfor911truth.org/forum/index.p...&p=10795614
(6) Expert Statements - http://pilotsfor911truth.org/forum/index.p...&p=10795633
(7) Pilots For Truth Forum - http://pilotsfor911truth.org/forum/index.p...&p=10795631
(8) Aircraft Departure Gate Positional Data Conflicts With Government Story - http://pilotsfor911truth.org/aa77-gate-position.html
(9) In Flight Alignment - http://pilotsfor911truth.org/pics/in-flight-align.jpg
(10) 757/767 Operating Manual Pre-Flight Checklist - http://pilotsfor911truth.org/forum/index.p...&p=10795614
(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
Mar 13 2011, 04:49 AM
Joined: 16-October 06
From: arlington va
Member No.: 96
since we are on the topic of:
a- dulles airport
b- american airlines
-i'd like to include a footnote about one of the alleged victims of that day:
Saturday, September 15, 2001
Mary Jane Booth, 64, was known to almost everyone who worked at Dulles International Airport.
She had worked for American Airlines for 45 years and was secretary to American's general manager at Dulles for more than three decades, arriving just a few years after the airport opened. There were few things about the place or its people that she didn't know.
"At this airport, she was a mother to everyone," said Dennis Hazell, the latest who had come to think of himself as "her" general manager.
On Tuesday, Booth boarded her airline's Flight 77, en route to a Las Vegas meeting of the employees' credit union. As word spread that she was aboard the plane that hit the Pentagon, hotels, flower shops and other businesses with which she had dealt began sending condolences to her boss.
Everyone called her MJ, said Jackie Lewis, her counterpart at Northwest Airlines -- except at the annual American Airlines holiday party, when she dressed the part and everyone called her Mrs. Santa Claus.
"She was the friendly glue that kept everybody together," airport manager (airforce major general) Keith Meurlin ( bio link1 link2 ) said. "She'd take you under her wing and teach you the airline business. If there was a tough decision, it was not uncommon for me to pick up the phone and ask what impact it would have on her operation. At Dulles, everybody knew her."
Booth spent most of her life in Northern Virginia, growing up in Arlington and settling in Falls Church.
She was widowed two years ago and had no children.
Her sister, Nancy Kimbell, lives in Dallas, and she also is survived by a niece, Kendra, and a nephew, Keith.
Mary Jane was a devoted daughter, wife, sister, and aunt. She was full of life and enjoyed each day helping others.
Mary Jane Booth, 64, was a lifelong resident of Northern Virginia, growing up in Arlington and settling in Falls Church. She had worked for American Airlines for 45 years and was secretary to American's general manager at Dulles International Airport for more than three decades, arriving shortly after the airport opened. She was known by almost everyone who worked at Dulles, and there were few things about the airport or its people that she didn't know. "She was the friendly glue that kept everyone together," airport manager, Keith Meurlin said. "She'd take you under her wing and teach you the airline business."
"At this airport, she was a mother to everyone," said Dennis Hazell, the latest who had come to think of himself as "her" general manager. She was fondly called "M.J." except at the annual American Airlines holiday party, when she dressed the part and everyone called her Mrs. Santa Claus.
On September 11, M.J. boarded her airline's Flight 77, en route to a Las Vegas meeting of the employees' credit union. As word spread that she was aboard the plane that hit the Pentagon, hotels, flower shops, and other businesses with which she had dealt, began sending condolences.
Mary Jane had lost her husband, Jim, some 18 months before September 11. They had no children, but she loved her yellow Labrador retriever, Addie, as if she were one. She spent many hours exercising, gardening and cooking, and enjoyed the love and fellowship of her family and many friends.
so her boss at the time, and general manager for american airlines at dulles was Dennis Hazell. since no one else is providing answers, maybe someone can give him a call and see what he is willing to share about that day? things like gates and manifests should have fallen under his jurisidiction if not directly his responsibilities/duties, right?
also, maybe someone (here at the forum) familiar with airport operations can elaborate expertly on the things mrs.booth could or would have been privy to specifically with regard to boarding gates or boarding in general, and specifically for american airlines. to a layman like me - based on her title and the descriptions attributed to her as "all knowing" at dulles - i would say that its probable she would have to have either been complicit (doubtful), or high on the list of liabilities / obstacles requiring containment or neutralization (more likely the case since she has disappeared).
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