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)

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...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
(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

Dont forget to share and tweet at top.

Shared. Outstanding post, Rob.

I couldn't have said it better myself! Good JOB!

I'm sending an email link to my friends, and to My Senator and Rep. in congress tomorrow.

Arguments from the GL trolls have been moved to here.

http://pilotsfor911truth.org/forum/index.php?showtopic=21150

Nicely manicured and to the point Rob. Well done.

The "AUTO-ALIGNMENT AND GPS" section was a real eye opener for me. I did not know about that juicy little (HUGE) detail. Thanks Rob and thank you to all the Pilots for 9/11 Truth for all your hard work, you are the genuine patriots and I for one am proud to be amoung you all.

Adam Ruff

Niiice.

Great post there Rob a very succinct account that leaves no wriggle room for any who try to discount the findings of the elite team on here.

I wonder what RG would think now?

I don't include myself in that august company BTW as I do not know enough about detailed airline operations to be able to comment that much. On airframe and engine limitations I have some idea. I am still curious as to what the N1 speeds would have been at the airspeeds quoted for the aircraft involved.

Download NTSB Data


No signs of a compressor stall, nor transient stall, nor excessive RPM...

Matter of fact, engine vibrations indicate more vibration on takeoff.

More here...
http://pilotsfor911truth.org/forum/index.p...t&p=3189160

It seemed to be smooth sailing for such excessive speeds over a standard 757 Vmo.

Just more evidence which shows that the data out-performs a standard 757.

A very concise statement Rob!

Very well done, Rob! Congratulations! The truth is being revealed...

Fondest regards,

Bruce

Rob...."a fair and just Judge"??? Thanks for the humor!! Dan

Excellent presentation Rob. You nailed it!

Do I understand correctly that at the time the AA aircraft essentially has a sophisticated ded reckoning system which if this is the case would have to start with the correct DR position. Garbage in + garbage out. So at the gate the captain must match the "read out" of his nav system with the coordinated on a chart and cannot depart the gate if they don't match?

Sounds like they can't produce the data because it doesn't actually exist?

Do you think they could have done it... produced this data using a simulator?

Thanks for this information. Very interesting indeed.

If you haven't done so already, this text should be condensed into a succinct format and issued as a straight-forward press release. Bullet-pointing if necessary at the top to catch attention, fleshing out with more detail further below.

You also need to fix the 4 incorrect "it's".
P.3 American Airlines provided ITS own custom-made (missing the hyphen)
P.6 a large error within ITS navigational system
P.6 the ability to update ITS position in flight
P.7 an IRS as ITS primary source for navigation

Thanks for your work.

Excellent posting, Rob. This is a very handy piece of work to pass on to others.....which I have already done!!

Interesting point regarding the GPS discrepancy. If something that huge had actually struck that old wooden building, there should have been considerably more damage.

Since data are plural, its usage should be 'the data are,' not 'the data is."

Powerful data. Thank you so much for your research. It is comforting for me to know that credible folks like yourselves are pursuing this. I believe with all my heart and soul that this kind of truth matters.

(I posted the above reply on Facebook then realized I should put it here too.)

SanderO it's worse than that, it must mean there was no real investigation - means the worst of all the possibilities.

Excellent compilation Rob. Your perseverance is very appreciated.

Well let's call it ONE MORE proof there was no real investigation. A few examples of the many other proofs being:

* NIST keeping hidden all the photographic evidence of molten steel cascades falling from the WTC in the moments before collapse. Only recently were forced by FOI court order to release them. See:
http://everist.org/archives/conspiracy/911..._steel_fall.png
http://engforum.pravda.ru/index.php?/topic...absolute-proof/
Of all the proofs this is my favourite, since it is so absolutely undenyable. You see it, you believe. It's a 'gut proof', no arguments, no wiggle room. There were massive amounts of thermite in the buildings, and that means...
I don't think this one gets the public exposure it deserves.

* No mention in the NIST report of the Building 7 'anomalies.' They couldn't mention B7 because it was absolutely clear B7 was demolished, with an official countdown and pre-announcement by the BBC, using explosives that had to have been placed in the days or weeks beforehand.

* All the gold stored in the WTC basement vaults being 'missing', with one last removal truck found caught in a crushed tunnel.

* The complete 'disappearance' of all aircraft parts collected at the scenes by the FBI, including the much photographed engine that landed in the NY street. Criminal avoidance of the usual precise identification of the airframes using timed-replacement parts serial numbers. This is one of the most incriminating details of the entire story, because it indicates, with virtual certainty, that the impacting aircraft were NOT the aircraft claimed in the government fable. There is no other possible reason to avoid doing this identification, which is ALWAYS done in every single other air crash investigation. More on this below.

* The saga of the 'phone calls', that could never have been. Impossible to make cell phone calls from aircraft at cruising altitude. Every electronics engineer (me included) knew this, and it has been demonstrated in actual practical tests. But the conspirators, being technically ignorant politician/business types, didn't know it. This detail, and his own guilty switching around of the details of his story by Ted Olsen, Bush's Solicitor General, husband of Barbara Olsen and the first to make public claims of receiving phone calls from those on the planes, prove high level government complicity in this scheme. Whether Barbara Olsen is still alive somewhere, or not, who knows?

* The story of the FBI agents who were on the trail of the 'hijackers' before the event, but kept being ordered by top level elements in the FBI to back off and not disturb the hijackers in any way. Can't have our gumshoes disturbing the vital patsy setup, now can we? We've got a couple of lovely profitable wars planned, and we need to justify invading, dammit.

And so on. There are many more. But back to the non-performance of the customary airframe identification. I suppose everyone here is aware of the Pentagon - Dov Zakheim - System Planning Corporation connection? Briefly, Dov was CEO of SPC, before he became financial comptroller at the Pentagon (and 2 trillion dollars of Pentagon money went missing). Now SPC's business is making remote controlled flight systems, that can be retrofitted to existing airframes. Such as, 737s, of which there are an abundant supply sitting in isolated desert graving fields. From a distance, a 737 looks a lot like a 757. One eyewitness at the Navy Annex near the Pentagon, a man with much experience of commercial airliners and the recognition of them, insists that the plane which flew close by him was *definitely* a 737, not the 757 per the government fable.

I suggest that ALL the planes which impacted were 737s, fitted with terminal guidance systems enabling the planes to accurately steer into some kind of target disignators on the precise points they were required to hit. These could have been emplaced Infra-Red homing beacons, or IR laser designated from a distance. With the WTC towers, impact with particular floors close to the location of the major central column demolition pyrotechnics was vital. With the Pentagon, impact at virtual ground level was vital, to ensure the damage was confined to a relatively small area by the pre-strenghtened wall. Also, the location impacted 'just happened' to be the records department, where information was stored such as the records of where that two trillion went, and other awkward details.

This is why there was no airframe identification from the recovered parts. Why the airframes alledged to have crashed were, according to official airframe databases, still in use for some years after 911. Why the 'hijackers' never actually got on the planes that day, why all the 'phone calls' were faked, why the autopsy reports have so many discrepancies, why the details of where the flights departed from and if all of them even existed that day, why the 'recovered flight data recorder' data is so bodgey and took so long to be released, why the government employed forum shills are so strident with their 'no planes, Pentagon missile, WTC nukes, holograms, beams from space' and all the other garbage disinformation and sidetracks...

It's ALL a desperate fight to stop people from realising that the planes which impacted, were NOT the same planes that took off with passengers.

The planes that impacted were old 737s with terminal guidance hardware installed by Dov's System Planning Corp. Flying on inertial navigation waypoint data uploaded via the transponder channel, and switching over to IR guidance on final approach. Painted up to look like the planes they were supposed to be.

Other details, like how the swaps were accomplished, whether the passengers were aboard (dead already, or alive) or whether the bodies were provided to the autopsies from elsewhere, what happened to all the aircraft parts and what planes were they REALLY... all these details will remain unclear until we have the well known perpetrators under arrest and interrogation, for Treason, mass murder, war crimes, high financial crimes, and so on.

By now it's crystal clear that this is never going to happen, given the obvious total breakdown in the rule of law in the USA, until the US people force their own Egyptian Solution.

Powerful work. That NTSB data should prove NOT to come from 77 or anything commercial is no longer a surprise. Nor that "no comment" is the rote default response to any questions at all by authority figures.
The Invention of data is the core of this entire conspiracy. Sunder and NISTs dreadful computer model is pure invention of data. Colin Powell and Bush and Cheney as they invented WMDs and links between Saddam and Al Qaeda. The invention of reality by FBI Frields in response to clear warnings of attack pre-911[Sarshar testimony, Sibel Edmonds:"It Never Happened"]. The invention of psychiatric fog to determine Constitutional Habeus Corpus rights for dissident Primary Source CIA asset Susan Lindauer as "Justice" tried to forcibly inject her with HALDOL. Military spokespeople, straight faced, neither confirming nor denying the presence of E4B over Pentagon as it lazily floated away in clear, unrestricted CNN footage.
The entire commission theory is invention. a construct built around Torture and Phillip Zelikow., later shot through with holes like the comic book that followed it. A comic. If it wasn't so psychotic. so frenzied, it would be clever.

Rob i just got a chance to view "Intercepted", very good
work brother. Big Cudo's for everyone that worked on it.

After chewing on this IRS data issue (lack thereof that is)
it dawned on me that we have another problem.......a BIG one,
if i understand my systems correctly. I am not an avionics genius,
but i get by.

Dont know if this has been covered or considered yet, and i apologize if it has, but
without the IRS system aligned properly...........many other systems wont
work either.

Systems like the Autopilot/Flight Director, EADI, EHSI, Yaw Damper, Thrust Management,
and im sure there is more that i cant remember right now. These systems only come
alive when the IRS is aligned.

Is the plane still "flyable" without these ? Yes but compromised. And not by amateurs using
standby instruments at over max operating speeds and hitting targets with
fighter jet accuracy. And this scenario would not be possible by even the most seasoned
veteran of the planes. No way, in my mind.

Could you imagine flying a 757/767 at high speed with NO YAW DAMPER ?
Id give an amateur about 15 seconds before he snapped the vertical stab off
or sent the plane into a flat spin or out of control dutch roll .





Have a good weekend all.

All great points. Maybe this is another reason why Ralph was telling me an emergency needs to be declared if the IRS is lost in flight... Let me make more phone calls...

Every aircraft i have ever flown disconnects YD when the AP is disconnected, so I'm pretty sure the same would happen in the 75/76, making it that much more impossible to control these aircraft at such the excessive speeds reported, if they were standard aircraft as reported. Hmmm... thanks for the tips. I'll get to work on it. See what you can find out on your end as well...

To you professional pilot's and investigator's this might sound rather naive,but would it be possible to find out if any FDRs went missing from Boeing (not in accidents) in the year's leading up to 911,as the data must have come from somewhere and where better than from a real 757 FDR on a similar flight path,nobody in their right mind would buzz the pentagon in a 757,but some of the data could have been gained using a smaller plane or UAV with certain parameter's turned off,rather like an overdub in music.

And here is another piece of evidence to add to the overwhelming list http://911blogger-bans-truth.com/news/2011-01-10/back...d-ready-use-911 it appears we seem to have evidence of foreknowledge, just amazing isnt it? And add infinitum.

Rob,

It is hard for me to read your analysis.

It is so good, you are so clear, your response to the "trolls" is so devastating that I find myself seething with anger that those in power chose to do absolutely nothing about this.

I hope my wife is wrong when she says in her broken english that this(911) has now become an "Inconvenient Truth," to the powers that be. Hopefully, we can all keep pushing to see to it that it will become more inconvenient to ignore it.

Thanks
Tim

This story is PUBLISHED at 911NewsCentral.com.

Link: http://pligg.911newscentral.com/story.php?...an-airlines-757

911NewsCentral.com proudly publishes the research of Pilots for 9/11 Truth, the CIT, and other quality sources.

Hello Rob:

Please excuse my ignorance, but have you already addressed the points raised in this paper?

Flight AA77 on 9/11: New FDR Analysis Supports the
Official Flight Path Leading to Impact with the Pentagon
Frank Legge, (B.Sc.(Hons.), Ph.D.) and Warren Stutt, ( B.Sc.(Hons.) Comp. Sci.)
January 2011

Also, regarding IRS alignment. On the Airbus A300 that I flew, if the IRS loses its brains regarding position, it can still be used as an AHRS, or basically a laser gyro which will provide attitude and heading reference. The autopilot, yaw damper will still work and have no impact on the IRS except in NAV mode if the IRS is being used for navigation to steer the aircraft. One would simply select the other IRS for the navigation input to the autopilot or revert to HDG mode. IRS does not require any external signals to navigate. One must simply wait patiently with the plane parked and still on the gate for the laser gyros to align and then manually enter the current gate or stand position. All other calculations of position are computed internally by measured phase shift from the original position.

If someone needs the exact details, I will pull out my Airbus manuals and look it up.

Thanks for this.

Bruce

http://pilotsfor911truth.org/forum/index.p...&p=10795419

Let me know if you need more....




What if the IRS never had any "brains" (alignment) to begin with?

Read the article, Click the footnotes. Learn from American Airlines 757/767 Captains, some of which have flown N644AA, along with pilots from pprune.

Thanks for your inquiry Bruce.

Is this link useful (esp for the laymen amongst us)?

http://www.biggles-software.com/software/7...igation/irs.htm

I'm not sure how old this panel is..

Although not specific to American airlines, it looks good to me for a generic explanation. Nice find.

Ok... there seems to be a bit of confusion out there (mostly being instigated by anonymous detractors, as is typical), so I spoke to Ralph again.

There is no possible way that the aircraft would have departed the gate if the Lat/Long were more than 3000 feet off at the gate and it was an American Airlines aircraft.

Ralph explained the procedure at American that when pilots align the IRS, the Present Position from the Jeppesen Gate Coordinates chart is input by the FO and it is double checked by the Captain. Pilots especially pay close attention to this procedure on a long flight (such as it was reported IAD-LAX). Ralph explained that there is no possible way, even if the FO and Captain input the wrong Lat/Long with aligned IRU's, that an American Airlines 757 could align an error/offset in flight for such a large error in such a short time as is depicted in the data. Garbage in = Garbage out. He also explained that the Capt and FO would have also noticed such a large error if not at the gate, but during taxi to the runway, and if such a large error could not be corrected prior to departure, they would have had to return to the gate.

The data did not come from an American Airlines Aircraft. It came from an aircraft with more advanced capability, if it came from an aircraft at all. There is no evidence linking the data to any specific aircraft.

Hope this helps.

Rob,
I've been closely following this since Tume made his first post... BIG props to him.
But there is one thing that I don't understand... where did the 3000+ feet come from? I thought that it was the distance between Gate D26 at the SW corner of the concourse and one of the middle Gates on the North side. That's not 3000 feet is it?

Did I miss something along the way?
thanks
Don

Hi Don,

The 3000 foot error is the error in the raw data. If you plot the Lat/Long directly from the data itself, it will look something like this.



The above error is impossible if the data were from American Airlines 757 following American Airlines Standard Operating Procedure. If the data were from an AAL aircraft, and followed standard procedure, you should see the above plot lined up with the gates, taxiway and runway.

When the above error is shifted to match the taxiways, runway and gate area, the origin is from a gate other than D26. D26 is the gate in which AA77 is reported to have departed.

See more here.
http://pilotsfor911truth.org/forum/index.php?showtopic=21142

The data did not come from any American Airlines aircraft nor one described and reported as AA77, nor any aircraft which departed Gate D26.

OK, thanks.
I didn't realize it was that far off.

Yeah.. there are layers upon layers of evidence which demonstrate the data did not come from AA77. Nor does the data support an impact with the Pentagon.

Well, we now know that the entire FDR data set is a work of fiction. The Lat/Lon was 3000 feet off at "takeoff" yet was fairly close at Arlington with no way to align the IRS between those two points. Therefore, it was put together on a bench.

We don't have to argue anymore, about minor details like the cockpit door being open or not, or whether the FDR agrees with a NoC flight path. The FDR data is TOTALLY irrelevant.

You must be careful when using such words as the FDR data is not irrelevant at all.

Making such statements will have the layman looking the other way. For example, "Why bother to look at it when it doesn' t support the govt story?"

The FDR data is evidence and is being introduced in a court of law. The fact that the NTSB/FBI claims it comes from N644AA, yet does support an impact with the Pentagon and the fact that not only isn't there any evidence linking the data to N644AA, but actual evidence demonstrating that it could not have come from an American Airlines aircraft, is extremely relevant to the investigation.

Here is more information which supports what Capt Ralph Kolstad has been saying...

On the ground, the FMC position is based on the IRS position.

Since inertial systems accumulate position errors as a function of time, the position information being used by the FMC is slowly accumulating errors. These position errors can be detected by observing the position of the airplane on the HSI map. If an extended ground delay occurs and a significant map error is noticed the IRS should be realigned and present position re-entered.

http://www.biggles-software.com/software/7...on_position.htm

Although there doesn't appear to be a "ground delay" in the data causing the 3,000+ foot error, it's clear the error is there before the aircraft started to move. This suggests the IRS was never aligned and the aircraft had in flight NAV auto-align capability.

In other words, if the aircraft were an American Airlines 757, it would have never left the gate with such a large error. If the aircraft was aligned at the gate and experienced a large error during taxi, it would have needed to be realigned to the Present Position. If it was not able to be re-aligned, the aircraft would have needed to return to the gate.


The aircraft would have never gotten off the ground if it were an American Airlines 757 with such a large positional error in the IRS.

Thanks for the links, Rob. I have read through all of the threads now and am finally getting back up to speed!

Regards,

Bruce

Good to hear Bruce.

I also sent you a message on Facebook. I apologizing for being a bit short, but i been battling what appears to be a concerted disinformation campaign launched by detractors. Hillary Clinton is even asking for more money because it appears we're winning.

I sent you my number in the FB message... feel free to call me anytime you have questions and i can get you up to speed much faster than reading through all the posts written over the past few months, exposing their BS.

I was just looking back into the 84Rades data and the target which should be our FDR plane and continuously transponding M3 6553 seem there also transponding M2 6553, 1220 and 1324 and twice even M2 Beacon messages 0330 and 0160.
How it comes an alleged AA civil jetliner seems to sometimes squawk M2?
For illustration:

Rob,
Of course it's relevant to the investigation... it simply proves that some Gov't agency concocted a bogus set of data and released it in answer to a valid FOIA request. The data itself is totally irrelevant. You can't be saying this part of the data is good and that part is bad... that would be like being a little bit pregnant.

When you say "could not have come from an American Airlines aircraft", don't you mean "could not have come from any civilian aircraft"?

....assuming that the "investigation" is not a whitewash coverup.....

The relevance of the data is due to the nature of it. It is almost certainly an artifact produced and promoted as part of the official coverup and as such it is evidence of that coverup. Moreover, it contains within it clues to how it may have been produced, why, and by whom it was produced, and it also defines the limits of what they were willing/able to fake. The information produced by Rob and Tume about what it tells us about the INS/IRS and the sloppiness of those who were flying the mission in the FDR aircraft is amazing, and you can almost see the CIA asshole who has to fly the profile and he, not being an AA pilot cuts corners - "I don't need no stinkin IRS for this. I just have to buzz the Pentagon". But don't mistake. It is part of the forensic record, and also an act of high treason that could get somebody hanged (we can only hope). When the data didn't match the story we were being told, okay, that made us scratch our heads. But when it proved it could not have been in the plane alleged to have departed from D26, that is a blockbuster.

Rob, I don't know if you plan a congressional letter or petition around this, but I would think it might get some attention. Glad to help if I can.

Well said Shelton.... and I've already sent my letters.

As for the data being "fake". I havent seen any evidence (yet) that the data was not generated by an aircraft, but what we do have, is evidence that the data was not produced by AA77, N644AA, on Sept 11, 2001, nor does it support an impact with the Pentagon.

I don't know if you've just phrased that wrong or not Don, but I've certainly never got that impression from the approach to the FDR. At all.

Maturin42...

Edit Typo

Dear Tumetuestumefaisdubien.

That is a very good question.
A 'squawk' only occurs as a response to a question --I think--.
If that is correct, somebody must have been asking a question!! --I think--
Perhaps the only way of assessing where something was ??

Regards

Robert