What Hit The South Tower?, The wrong plane!
Mar 3 2007, 12:46 PM
Group: Valued Member
Joined: 20-October 06
Member No.: 117
Here is an actual file photo of N612UA - the aircraft alleged to have impacted the South Tower (Flight 175):
New York - John F. Kennedy International (Idlewild) (JFK / KJFK)
USA - New York, April 28, 2001
Please take a look at the following comparisons:
We will observe that the nose section of a 200 series, A, is shorter than the wing assembly, B. Whereas for the 300 series A is longer than B.
767-200 => A:B = 190:200 = 0.95:1, i.e. A is less than B
767-300 => A:B = 221:200 = 1.105:1, i.e. A is greater than B
The NIST frames of the aircraft that impacted the South Tower give us A:B = 20.76:19.91 = 1.04:1
In other words, A is greater than B. Therefore, this plane's fuselage is too long to be a Boeing 767-222.
A more in-depth analysis can be found here:
This post has been edited by Beached: Mar 3 2007, 03:24 PM
Oct 31 2007, 01:14 PM
Group: Valued Member
Joined: 29-September 07
From: Hampshire, UK.
Member No.: 2,274
QUOTE (dMole @ Oct 29 2007, 02:01 PM)
Already-burning fuel will be very hot, but should NOT have "blast" effects IMHO. Plus, diesel and JP4 aren't all that volatile, compared to things like gasoline/petrol and nitro-glycerine (and nitro's solid cousins).
I am with you all the way there. After all I have more than a nodding aquaintance with the effects of both fuel fires and HE.
To be sure most of the fuel combusted outside of the tower. Indeed watching that recently posted video sequence:
there is no blast back at the time of impact so all the fuel did shoot forwards and mostly out of the building.
Interesting white reflection on the building face at about 3:43 in that video.
I have felt the effect of flash-over, well in the open air.
We had a problem with our F4Ks Spey engines when throttles were slammed open through to max-AB. There would be an over-fuel into the vapour gutters and a huge cloud of unburned but vaporised fuel would build up around the rear of the aircraft, and blow forwards if the wind changed to up the pipes, until an ignition point was reached and then the whole lot would blow at once.(IMG:http://pilotsfor911truth.org/forum/style_emoticons/default/banger.gif)
RR managed to solve this, except that it would still sometimes happen if a boundary layer control sensing unit got stuck (dissimilar metals in a salt water atmosphere) and caused an over-fuel condition when rapid reheat (afterburner to you) was selected with half-flap and a quick accel' was carried out from about 85pc. Quite exciting in the cockpit too when this happened. (IMG:http://pilotsfor911truth.org/forum/style_emoticons/default/spin.gif)
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