That's as good as it's going to get. This happened it broad daylight in front of lots of people. A total of 0 people said they thought it was a missile. Everyone said it was a plane, and almost all of them said it was a passenger jet, several saying an American Airlines passenger jet. A missile could not knock over lamp poles. There is no reason to shoot a missile when the planes themselves were being used as missiles. If we want to ignore the c 130 pilot, and every witness at the scene and the physical evidence I suppose we can but I don't know why anyone would take us seriously if we did.
Here's the missile:Missile now appears on right edge in the advanced right cam | delayed left cam shows second detonation flash
it was fired by one of the F16's that was holding station on a Stand By order from Cheney circling Andrews AFB awaiting the silvery-painted Green imitation AA737 -500 military Xe aircraft that came in from Beckley W Va that left the smallish 2.3 kiloton hole (as opposed to a 6 kiloton blast) in the hardened back-lower outer Pentagon wall and only did a bit of damage to E Ring. The missile that hit the DIA and NCO IP center in the C Ring afterwards made a hole out of which no fuel came out, since it had already been all burnt off behind concrete hallway walls out in D and E rings.
Cheney's military liaison was alarmed that the traitorous VP wouldn't order an interception as the bandit was approaching to shoot it sooner, the missile was programmed to follow it in as it was also a TERCOM piloted drone with some bodies from Beckley stuffed on board for looks.
This is the final Punch Out hole made (from pillar M) by the CALCM AUP "two DU-hardbacked, three-warhead MWS penetrator" missile 9 seconds after the small 2.1 kiloton Boeing 737 crash into a kevlar and steel lined bombproof 220 ft deep concrete building with block/tile hallways )
Since the missile struck 9 seconds later there are absolutely no fuel, no bodies no airplane parts and only one urinal and a garbage can there, early, while the front and upper floors of the place are still on fire and it was visibly still smoking:http://911research.wtc7.net/talks/noplane/docs/punchout_rv.jpg
This is what a 5.8 - 6 kiloton Boeing 757 crash into a 220 ft deep building looks like:Notice any difference?
Where's the fuel? Anything the plane brought there, the fuel would have followed. The plane had nothing to do with this hole, it was blown-out later after the fuel was all gone.The fake AA Green Military 737 type Airplane:
This was among the silvery coated green painted fake AA airplane parts left at the pentagon:
Just a minor update on the fake silvery painted Green Airplane's chosen and no doubt appropriate fake AA model type decal sizes and application. This is a "C" from the phony silvery-painted Green military aircraft:No, Bush and Cheney did at Beckley Airport out in West Virginia!First, lets just review our timelines here:
These are genuine, generic, model-specific AA 737 and AA 757 graphic layouts. On all AA 757s the logo is (must be) uniquely squeezed forward and sitting directly upon the blue window line. There is a large silvery-painted band below this "C" decal. Camel riders with box cutters switched airplanes like this?
8:20 AM AA Flight 77 departs Dulles for LA (10 min. delay) Wash Post | Patriot Resource
8:55 AM AA Flight 77 transponder is shut off, it evidently turns back eastward near Kentucky-Ohio border, 35 minutes elapsed.
9:10 AM AA Flight 77 identified on WV FAA radar heading east. 50 minutes elapsed
Wash Post | Wrongwaygoback
9:36 AM AA Flight 77 headed downtown at top speed (500+ mph), crosses the beltway and then suddenly, upon spotting the C-130, executes a sharp 7000 ft descending turn ditching towards the Pentagon - Around '9:35' in USAToday } 1h 22 minutes elapsed
CBS | USAToday
So, it took it only 35 minutes
(including takeoff) to reach the farthest noted far western point at a normal, stately pace, yet it takes (supposedly the same now hijacked, still airborne airplane) another whole 47 minutes
, "out in Virginia, and approaching at a high rate of speed" to get back?
Where did Flight 11 actually end?More on Beckley:
When we finally accept the obvious fact that, based on all the evidence AA Flight 77 was forced down and swapped with the "Silvery" Green Painted Drone Mystery Airplane (a military T-43 type Boeing of the 737 class or more like a newer, probably black ops private 737-500 with TERCOM pilot) we have to admit to ourselves that much of what we think we knew about the flight is likely corrupted, falsified, fabricated or otherwise incorrect. The FAA, NEADS, FBI and NTSB all appear to be in on it (more or less) so there's no point in worrying about complying with their lies too much. Due to this we have to piece together what we know and can regard as reliable with what we must assume is the only explanation that satisfies the largest body of facts that do not appear to be tainted. If Flight 77 was taken down by sabotage and deception then only a few possibilities exist that can satisfy all the requirements.
Thus let me predicate this examination of the likelihood that AA 77 could have easily been "switched" in the exact words that the FAA's 'Quality Assurance" folks were forced to use to pretend that it hadn't been during the 10-30 minutes it was mysteriously completely "lost" to ATC over West Virginia
Could Flight 77 have been grounded and switched during the western portion of its flight? Where could a secondary missile easily have originated from? Firstly, let us make a list of reasonable assumptions that agree with the basic evidence:
- Because we know we had a Green Airplane that was and could not be any American Airlines aircraft crash into the Pentagon there is no reason to assume that either Hani Hanjour nor the AA Captain Chik Burlingame were in control of it
- Since we know from firefighter and rescue workers at the scene that most of the air crew and at least one or two passenger bodies were clearly among the wreckage under E Ring collapse and near it among other wreckage, we must assume that at least 8 or 9, most likely dead already, passengers were aboard the flight to leave some bodies in the main body of wreckage to make it "look good". This would necessitate a quick kill and ground transfer of bodies between the two aircraft.
- We must assume from the conflicting black box recovery stories, the green airplane wreckage and the confounding and clearly inconsistent with any AA 757 typical flight data released afterwards that all of it's contents are false or manufactured or from a completely different military version of a 737 class Boeing aircraft. In order to deal with the substitution question however it is unnecessary to consider the final approach controversies and/or he TERCOM typical final attack-drone flightpath characteristics or behaviors. Therefore we are only dealing with the "lost" portions of the flightpath
- We have no reason to assume that the AA pilot (Burlingame) or crew were "in on" any conspiracy or that there wasn't some sort of a hijacking on board though this flight was the least likely to have been easily captured by "Arab Hijackers". In view of the need for the substitution it seems clear that we must assume armed Air Marshals or (even more likely) DIA Pentagon Black Ops commandos subdued both Hani Hanjour's pals, passengers and the crew and (by one means or another) subsequently forced AA Flight 77 down somewhere near it's last known waypoint in radio silence
- Due to all this trouble it is reasonable to assume that a fallback group of Air Force escorts was also airborne nearby (or also present, as we shall see) to ensure nothing went awry with the scheme, and to ensure compliance with the master plan, though they may well have been "in the dark" about their true purpose. (easily compartmentalized)
- Although later artsy FAA bureaucratic tap dancers unofficially purport to claim it was (only by means of much later so called artfully crafted "reconstructions") in some way only lost a few minutes (in clear high altitude view of all radar systems) and was "likely re-acquired" in some magical secret manner just 9 minutes later and yet not displayed to any Air Traffic Control radar system, it never in fact reappeared on any ATC console anywhere as either an identified nor unidentified target for nearly a half an hour. They released dodgy-worded techno-nerdy (with no documentation) self-contradictory "explanations" for what they try to claim was a 'glitch" but thus is sheer poppycock intended to hide it's low altitude loss. The official explanation claims that the radars simply erased it from all screens when it came back up because it had no transponder, which is nonsense, and that the radars were tracking it but just "keeping it secret" which is another bit of technical nonsense. Things usually only "go wrong" when they are wrong, radar systems, like TV cameras, make sure you see visible targets regardless of what they are or aren't, it does not independently arrive at decisions to hide them.
- Since the Flight Data Recorder data is from an airplane that could not be an American Airlines jet nor from one of their 757's and it clearly has been falsified we need not adhere to the flight paths it suggests and can take the witnesses as being more honest and accurate
- If anyone believes this Memorandum_AAL77_Flight_Path_Information.pdf I have at least, "approximately" 5 bridges in Mahahattan to sell you. All it says is that when the target disappeared from all radars at Point A that might have happened to be close enough to a beacon only at Higby WV that it may be likely that the target later moved into the range of a radar at Point B at Lynch WV during the period it was missing if one would have expected it to have done so, not that there was any actual tertiary mystery "recording" indicating it or what it had done. It makes no account for the velocities nor changes of acceleration not seen that might have made the supposition true or false. it is predicated upon the following disclaimer "This reconstruction is an approximation and is not intended to give the exact flight path." Hence it is merely assumption not a third 'hidden "recording" of any radar-collected data that was "lost" and then "found".
- In order to commandeer the plane and override any genuine hijacking a fake (or real compartmentalized) air marshal, FBI agent or other armed operative may have been put aboard. Subduing the occupants could easily be accomplished by sabotaging the halon cargo fire extinguishers with a toxic gas triggered by a fire bomb or remote control trip device once the flight had been forced down and landed. Similarly the plane's radios could also have been surreptitiously sabotaged or jammed during the takedown.
- It is also likely that any of the three Langley F16's could also have been used to force the plane down to a nearby, available and very 'quiet" and easily commandeered secluded airfield with a 5,000 ft runway. The three F8's were well within easy and effortless range of the southern return path throughout the entire period of the return and turn-around leg of the flight.
- When transportation Secretary Norm Mineta witnesses the "Does the order still stand" conversations with the Vice President's military attache there is no reason to assume it was necessarily a "Stand Down" order that he was questioning! He could very well have (more likely have) been questioning a remaining and very puzzling belated "Shoot Down" order to a waiting F16! That order could have stationed the plane out over Andrews AFB to await the arrival and completion of the final turn of the drone and fire at it far too late to bring it down. It could have been a very puzzling and troubling order that was deliberately fashioned to likely cause the missile to follow the aircraft too late, and therefore certainly risk firing that missile, "after it", into any ground target or the Pentagon itself were it the target of the aircraft at that general location!
If all three of these planes land at Andrews AFB less than four minutes later, they were all right there! And there was also the Boeing E-4 Advanced Airborne Command Post (brought in from Omaha, Nebraska also present for the ceremonies) over Washington supervising all these maneuvers.
- From all the available primary and secondary FAA radar information the flight of AA 77 ends at the north eastern Kentucky - Ohio border at a town called Franklin Furnace near to Huntington WV at which point it begins a southeast bound U turn heading back east. Not only does its transponder go out but at 8:57 AM it disappears from all primary and secondary radar contact with Indianapolis ATC. Like the Air Traffic Controllers properly did, we must also assume it went down into the radar 'grass" somewhere nearby.
8:46 AM Three F16 jets out of Andrews AFB are supposedly flying an armed air-to-ground bombing joyride 'mission' on a range in North Carolina, 207 miles from DC. 26-31 minutes after alarm, NORAD or NEADS fail to contact them, instead, they "finish practice" and eventually return to Andrews! They were 19 mins from NYC, 10 mins from DC, but finally just apparently landed at Andrews around 9:40 AM!
They were not only in PERFECT interception range to force down Flight 77 at Beckley WV (exactly the same 207 nm distance) but also it is certain that they were armed with "air to ground" CALCM AUP penetrator (and likely air to air) missiles. Air to ground bombing exercises are extremely rare anywhere in eastern Continental US. Subsequently they land at Langley within 3 minutes of completion of the Pentagon Bombing Mission after the dummy TERCOM guided Blackwater 737 class Silvery painted fake AA Green Airplane makes the small 2 kiloton hole in E Ring. They are the most suspect source for the missile that was needed to hit the NOC IP and DIA Operation centers and punch the evidence-planting hole out back.
Here I have drawn the thin yellow 207 nm length line of the given range of the three airborne F16's on "ground target range exercises" all that morning that landed after the second Pentagon attack, and marked all 5 of the 6,000' to 7,000' runways in the region. I also marked 2 more nearby that are too short to land a 757 at, Big Sandy and Mercer.
This leaves in, order of relative positions, Walker Long-Tri State, Yeager, Beckley, and Greenbrier. Shenandoah Valley is too far east. Though there are many other 3,000' private fields in the area they cannot land a 757.
So lets examine these four airports:
- HTS http://en.wikipedia.org/wiki/Tri-State_Airport Tower: http://naco.faa.gov/d-tpp/1102/00532AD.PDF
Notes: Walker Long Field Tri-State Airport also known as Milton J. Ferguson Field, is a public airport located just south of Ceredo, West Virginia, three miles (5 km) south of the central business district (CBD) of Huntington, West Virginia. It serves the nearby cities of Huntington, Ashland, Kentucky, and Ironton, Ohio. The airport has two runways, one at 7,017 feet, the other at 3,007 feet. It has heavy use for general aviation, is also serviced by three commercial airlines.
http://chiefsplanet.com/BB/showthread.php?t=98975 (Democratic Ripped Bush-Cheney sign "spurs national debate" campaign incident)
http://www.papillonsartpalace.com/demrorcrat.htm (Democratic Ripped Bush-Cheney sign "spurs national debate" campaign incident)
- CRW http://en.wikipedia.org/wiki/Yeager_Airport Tower: http://naco.faa.gov/d-tpp/1102/00852AD.PDF
Notes: Charleston, Very Busy 12 airlines home to nine C-130 Hercules aircraft of the Air National Guard's 130th Airlift Wing (130 AW), an Air Mobility Command (AMC) unit of the West Virginia Air National Guard.
- BKW http://en.wikipedia.org/wiki/Beckley_Raleigh_County_Memorial_Airport NO TOWER- http://www.gcr1.com/5010web/REPORTS/BKW.pdf
Notes: Beckley Raleigh County Memorial Airport Beckley WV 2% military ("United"-(Colgan)) Max. 27 flights/day (2010) Airport (capitalization) and service is heavily subsidized by the Essential Air Service (EAS) program. In 2006, the airport has the dubious honor of being the least busy airport in America. No Control Tower operations, freight and small regional flights only. Remote rural location, 1 road.
Matches: Bush comes to Beckley, WV
President Bush in Beckley (16)
To keep W.Va., Bush looks south: President to visit Beckley today (2004)-many more hits.
- LWB http://en.wikipedia.org/wiki/Greenbrier_Valley_Airport Tower:http://naco.faa.gov/d-tpp/1102/05601AD.PDF
Notes: 4% Military, (old WWII AF) 2 major airlines (Continental/Delta) Rather busy, requires closing 2 major highways. Another Essential Air Service (EAS) program dependent field. Tower and radar.
Matches:More hits, primarily RNC conventions as above
Beckley Airport is the perfect scene of these crimes.
Just a bit more insight into curiosities of this remote and isolated largely unsupervised BKW airport itself and the timeframe of it's wind down and closure for federally funded "airport repaving" at Raleigh County Memorial Beckley Airport (BKW) within the 2001 timeframe:
First, in late 2000, we have the curious case of an unfortunate cargo pilot who ran his car off the runway one night on the way home and was missing for two whole weeks after last landing and leaving his cargo flight one night at this backwoods airport. His car and body were discovered only by accident by cops in a helicopter looking for marijuana:MISSING BEACH PILOT FOUND DEAD IN CAR OFF W.VA. AIRPORT RUNWAY.
Another article from June 28th 2001, announces the "tentative award of a one-bid contract to repave the runway" to a local contractor and tenant of the airport which must have occurred thereafter in the same timeframe of just after 9/11 (2-3 more months to officially finalize and fund the deal and before cover up work actually began would certainly not out of the ordinary). This casts further light on the other "Beckley airport has benefited immensely in recent years from other federal funding for physical improvements, including an enhanced runway and restructuring that raised the weight-bearing capacity to handle larger airplanes" reference in the 2007 article.
Quote from: http://news.google.com/newspapers?id=wzhDAAAAIBAJ&sjid=LK0MAAAAIBAJ&pg=5533,4138810&dq=beckley
June 28 2001 Beckley (AP) -- West Virginia Paving Inc. has been awarded a nearly $3 million tentative contract to replace an aging runway at Raleigh County Memorial Airport. The Raleigh County Airport Authority made the decision Wednesday. West Virginia Paving, an airport tenant, was the lone bidder for the job of improving the 6,750-foot runway which is about 25 years old. "We have to go through the formality of getting a signed contract, but as far as we are concerned, it has been awarded" Airport Manager Tom Cochran said.
Apparently these Federal Earmarks were appropriated in June for this rather unusual fall repaving deal..
Not only is this little 17,000 pop. podunk town of Beckley W Va the recipient of curiously much federal RNC (and DNC) largess for the support and maintenance of the least used airport in America, a remarked upon unusually high priority of Bush/Cheney with only 5 electoral votes in 2000 and was it the recipient of an unusual first-ever presidential visit in the 2004 election, it was also selected to host the Republican Convention for West Virginia in 2004, and in yet another curious turn of administration events, it's airport was also the site of a first-ever sitting Vice Presidential inspection and visit (for a hundred chosen local spectators in Marine 1) in 2004:
Quote from: http://www.highbeam.com/doc/1P2-9923451.html
Cheney promotes coal at Beckley stop
BEAVER - Flanked by a pair of shiny triple-axle coal trucks, Vice President Dick Cheney reminded supporters of the $447 million the Bush administration has budgeted this year for "clean coal technology."
"We will keep using West Virginia coal," Cheney said Monday during a half-hour stop at a hanger near the Raleigh County Memorial Airport. "Coal is essential to our energy independence and our economic future."
The pledge - almost a mantra during Bush-Cheney campaign visits to the nation's No. 2 coal producer - was met by the crowd of several hundred with cheers of "Friends of Coal," an industry group and a rally sponsor.
But Cheney earned his loudest and longest …
In 2008, however a much redder-faced Darth Cheney was also noted to have later faced a firestorm of criticism over this flippant appraisal and disparaging assessment of (most likely the utility of) Raleigh County's local "Mayberry-like" citizenry:
Cheney tells West Virginia joke - http://www.highbeam.com/doc/1A1-D9127NVO0.html
Overwhelming Evidence Pentagon Aircraft Data Is Not From Any The Green (737) Substitute Airplane?
"American Airlines 757"
Yesterday, 08:51 PM
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(. 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
( 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
) All AA airplanes are bare polished aluminum only and have zero paint whatsoever, it is their trademark, Boeing and everyone else makes them for them in this unique way (no external primer ONLY internal yellowy lime green rubberized sealant).
A 737 is a 27% smaller plane but you put a little more white paint (over the factory green) near "the AA-white" composite plastic wing faring and at any airborne distance (no frame of reference) you could never tell the difference unless it went by a few hundred feet away at eye level where you could count the windows. Witnesses who saw it that way mostly all claimed it seemed/appeared to be, a smaller plane.
It's actually hard to tell the difference. (and would be harder still with some minor cosmetic paint-camouflaging) The Pentagon guardhouse camera shows us a much shorter plane in relation to the tail size (which includes the angular width loss). Every study I have seen of the plane hiding behind the ticket dispenser concludes that a full half or more of nose should be well visible if it were 757-length and showing that much tail-width.
A finished American Airlines Boeing jet body leaving manufacture awaiting attachment of wings and engines at Renton final assembly plant:
Other people's Boeings:
As I explained above a 757 has two front doors and a higher blue window line, this the "AMERICAN
" decals only fit between the two front doors right upon the blue line.Here's pieces of the silvery painted green 737-type fake AA airplane that hit the Pentagon
Pulling away from the Pentagon there was tons of stuff on the ground, big pieces of metal, concrete, everything. We got up to a certain point and there was this huge piece of something—I mean it was big, it looked like a piece of an engine or something—in the road. And there was somebody, definitely a security guard or maybe a military person, with his car in front of it making sure no one touched it… I got off an off-ramp beside the Pentagon and parked my car in the grass and started taking pictures. The whole time I was taking pictures it was so detailed. I could [see] this huge piece of a wheel on fire. Terronez, Tony
“[I saw] what looked like white confetti raining down everywhere.” He said it soon became apparent “that the ‘confetti’ was little bits of airplane, falling down after being flung high into the bright, blue sky." Ragland, ClydeNote - not sharp white-metal tinkling aluminum shrapnel, white, silvery light, flakey metallic paint that had cracked, chipped and popped off the tortured metal parts!The Green basecoat - silver Tiger Stripes:
Silvery scratched-off paint is scorched brown also giving a"Tiger Striped" (above in distance) look to these crushed and destoyed parts later seen inside C Ring where the small 737's wreckage was all completely stopped (just past the collapse area around pillars F-G).The TWO PENTAGON STRIKES ON 9/11Here is the witness who saw what the Judicial Watch Videos below also confirm beyond any shadow of a doubt: Two Strikes on the Pentagon:National Geographic Witness D.C. 9/11http://www.youtube.com/watch?v=DIfwsjF8X5U&feature=player_detailpage#t=1877sHow the 737 Drone flew:
Here, (Pentagon crime scene) we have the strongest and easiest case of US involvement and investigative fraud to investigate and to prove.
The things with the spools, plane hole height and wing width-size, damage depth and lack of fuel-penetration, witness observations, terrain-hugging target approach, lamp poles and High-G flight behavior are 100% indicative of a robotic TERCOM guidance system adapted to a smaller, more powerfully maneuverable 737 -500+ THAT WAS WELL PROGRAMMED BUT UNAWARE OF IT'S OWN CRAFT'S WIDTH.It really is terribly obvious that this silvery-painted "green plane" was no American Airlines aircraft, and no human piloted it.
Even if one out of 10 pilots (with practice) could more or less accurately 'aim' a 6g turn like that on a couch (no way of simulating the low terrain hug approach) there is no way to simulate MOVING g forces in a STATIONARY simulator. A simulator merely creates a "temporary thrust-swing-toss" impression of g-force change
-initiation, it doesn't spin around the room to constantly "stick you to a wall" with the actual, steady, descending rotary g-forces your arms and fingers on the controls would be fighting.No human pilot would risk hitting those lamp poles, could have lost an engine or wing and cart-wheeled or flat-spun right out-over into Rumsfeld's well-known office or across the other parking lot into the river
The standard TERCOM guidance control (piloting) system is designed to behave in exactly this extreme way, single engine cruise missiles and smart bombs with practically no wings/controls are "flown" by it like this all the time. All they needed to do is put this cruise missile guidance pilot into the nose of the fake AA 737 drone and hook up a flight control output-interface. It uses radar, thermal/night, GPS, compass, RPY and altimeter data referenced to a detailed, preloaded 3D terrain-target map to operate flight controls.
Though terrain data might show the light pole is there it would only avoid it if it was in it's self-images 'default' width-path. It was obviously just 'thinking' (default width-clearance assumption) it was narrower than an airliner.
Only trained Top Gun class naval aviators and AF fighter pilots ever train to use and execute High G maneuvers, you need to learn to do it in an aircraft wearing a G suit. Civil aviators (excluding stunt pilots) don't ever fly aircraft that way save in the most extreme of emergencies and don't train to "miss mountains at the last minute" in any flight school. They're trained to avoid and evade mountains and other aircraft early under all conditions.
TERCOM is specifically designed to do these sorts of super-human very high risk "radically-evasive", "radically-tight" and "hide in the grass" maneuvers deliberately, all the time.The DAMNING VIDEO PROOF
Earlier in here I posted a comparative analysis of the two Judicial Watch videos that I based on an Italian TV youtube version of them, that it turns out, after a more thorough and careful investigation to be somewhat inaccurate, This is a new study based on the two videos compared side by side, frame by frame backwards from the moment after the last event where they are perfectly in sync thereafter.
I have come to two new conclusions:
- Arcoiris.tv confused, lost count, repeated or lost a frame in their version of the video comparison
- There are no obviously-timed missing nor (necessarily) obviously deleted frames, though fractions of timings (different parts of seconds) appeared to have been played with.
But the main conclusions supporting the green airplane and two strikes are still the same and even more supporting evidence is confirmed!
more or less identical pre-crash frames - nothing of interest - 12 more to go
Smoke from & tail fin of the silvery painted green plane is visible | just a nose on the right cam, it remains always a bit advanced
Aircraft collision, note the shade in left camera lens either due to the tree/Heliport tower/fire truck garage or it seeing things later (delayed slightly)
Note smaller immediate airborne blast debris (right cam bit advanced)
Note larger and heavier airborn debris now, as the front of the aircraft breaks up.
Here, something is wrong, the left cam is now advanced and right one delayed frames must be gone
or the timings have been switched to hide a much larger piece of debris flying out into the road
Note much larger and heavier airborn debris still, now thrown far out to road as the remainder of aircraft breaks up
Right camera is suddenly now clearly the delayed one!
Now much lighter stuff is still up in the air (the right cam is delayed now)
Lighter debris flung high and far begins to drop into the (now advanced again?) right hand camera foreground
Lighter debris flung high and far now visibly dropping into the foreground on both cams
Remaining lightweight debris flung high and far is mostly all dropped into the foreground in both cams
Missile now appears on right edge in the advanced right cam | delayed left cam shows second detonation flash
NOTE new, heavy metal blast wreckage blown in front of right cam also visible in left cam on right side from second blast.
heavy metal blast wreckage blown in front of right cam now laying on lawn at right by guardrail
Nothing more much to see, all the remaining frames are synched and nondescript.
So the video shows there was a second much brighter blast caused by a second missile type of airborne device that caused a second powerful dispersal of heavy debris much like the first "opening" blast of a (MWS) three warhead-stage DU hardbacked, AUP Penetrator missile detonating outside (to open) it's BROACH Target in view of the cameras.
This second blast (and two more inside milliseconds later) took place 8 seconds later.
The Green Airplane was undoubtedly a smaller aircraft like a 737-500 classic that looked much like a 757 but only did 2 kiloton damage.
The missile did the NOC and Punch Out hole afterwards, which along with the brick/tile hallway walls inside the structure also completely explains the no fuel fire out back in the AE Drive area there under C ring.
A 757 at 6 kilotons would have taken out both D and E ring completely.
The green aircraft cowling they covered up with the blue tarp and hauled in from the roadway was a dead giveaway that it could not be an American Airlines aircraft.
The video frames were selectively thinned (to one a second) to hide the crime and other videos are still being hidden for that reason
When you read the "advanced or delayed" comments in my analysis of bear in mind that the original normal, universal NTSC (North American standard) video frame rate the FBI Mafiosi had to toy with is 30 "interlaced" frames every second. Due to paired-frame-shared "interlacing", this gives them an absolute maximum of 15 completely different "slides" within every second to play with. The edited and altered propaganda "slide shows" they released to Judicial Watch were deliberately thinned down to only a very jerky one "slide"-frame for every second.
This means the FBI Mafia had (and still have a maximum of) 14 other "slides" of video to choose from, for every second of propaganda "slide show" that they finally, reluctantly released. Thus we see the apparent timing synchronization of things in view in each slide of each "slide show" changing, depending upon which important frames the FBI liars were pick-and-choosing to hide within each second of slide show. But having to release two at once poses another problem for the liars.
With two side by side cameras, in order to keep pace with the ever-changing "progressive-swirling-fingerprint" shapes of the smoke cloud in each successive second in both slide shows, the liars had to pick at least one frame out of the next 15 within a steadily (near-7.5) progressive range of the next 5-10 slides (leaving them only 5-6 to choose from) and this is why they couldn't hide the missile in the wider unobstructed view of the right ticket dispenser camera, and chose the most-blinding flash-slide in the other.
Deleting both whole seconds would not work because the smoke would obviously and suddenly "jerk" into a whole new shape, instead of naturally "swirling".Conclusions
First, since it is a silvery-painted Green Airplane
it cannot have ever belonged to American Airlines. It is therefore definitely not AA
Flight 77 so the point is mostly-moot to begin with. But let's explain all the other reasons why it wouldn't be.
topic already covered below)
Second, since the WTC strike/demolition was to be totally destructive and complete, religious-fascist madmen could be entrusted to perform the 1st phase of their Daniel Chapter 8 Show. But the Constantinian fascist's play-bible slavery manuals strictly required that only "some' (auditors and intelligence detective service-persons) of the "host of the stars" be struck down in phase 2 by their pet "He-Goat's" 3rd horn. (don't discount for a moment that this isn't how the Bush, Cheney, Rove and Shelton "Vulcans" convinced many mindlessly enslaved idiots to go along with them)
Had they permitted an incapable idiot like Hani Hanjour (surely unable to overpower a Navy vet let alone fly any plane) to hit the Pentagon with the real aircraft, Rumsfeld's office
on the obviously sunny preferred front "river side" of the building with the perfect view of the river, Yacht Club marina and Washington Monument that the terrorists had 3 years of training to figure out (unchanged SecDef office location since 1943) would have looked worse than this:
Reinforced concrete structure.
747, 200mph, no fuel, sideways. (later)
<- Fires almost out, next day, lots of plane left
No - letting a moron do it could have hurt Rumsfeld! Using a 757 still full of 10,000+ gallons of fuel would have created far more serious damage and probably would have missed the Chief of Naval Operations Intelligence Plot (CNO-IP), DIA and Resource Services Washington auditors! Any terrorist would hit the front offices instead of swinging around to the newly reinforced back basement no matter what he promised you he'd do or you told him to do.
They are control freaks and they needed precision pin-point attack that would look convincing. A smaller, (737) near empty AA
disguised plane followed by a modest yet satisfyingly destructive deeper pinpoint penetrator missile would do the job perfectly and allow them AE Drive access in through the back "Punch Out" way to start planting more evidence immediately. The AUP penetrator missile could be fired from hundreds of miles away and even "shadow" the fake jet a few (9) seconds behind it (we have visual proof of this from the Judicial Watch videos, aside from witness testimony)National Geographic Witness D.C. 9/11http://www.youtube.com/watch?v=DIfwsjF8X5U&feature=player_detailpage#t=1877s
Third, there is the matter of the Flight Data Recorder and the plane's loyal ex-military Captain, Charles Burlingame
The doctored FDR dataset released by the FBI Mafia omitted to edit the cockpit door signal record which shows the cockpit door of the plane it was attached to never opened once during the entire flight. A door-closed landing and shutdown would not update that, it only records during run, taxi and flight. This means that gassing the passengers and crew on a tarmac without even boarding it is child's play. They may have even installed a poison gas instead of halon and a remote trigger to do so.
All they needed was a 'trusted, loyal' pilot they could both fool and get to bring the plane in to another location for them.
I agree with them but fear he was easily duped.
- He was a 1971 graduate of the U.S. Naval Academy and an honor graduate of the Navy "Top Gun" school, in Miramar, California.
- He flew F-4 Phantoms for the Navy and served aboard the USS Saratoga.
- He he retired from active duty to fly for AA in 1979
- He continued military service as a reserve officer retiring at the rank of Captain in 1996
- He was furloughed in 1980 and went to work in the Washington office of Lockheed Aerospace.
According to classmate Marks, Chic was well thought of at Lockheed -- to the point that even after his recall to American in 1984 he stayed on as a consultant with Lockheed until 1987. It was alleged he actually participated in a 9/11 type airplane Pentagon Attack drill during that last year ('96).
He was a loyal, excellent, highly responsible pilot who just so happened to work at the Pentagon for a few years as a reservist, nothing odd about that at all, but little doubt that after the '93 WTC bombing and the drills he had participated in, he could have easily been recruited (instructed confidentially
) to bring his flight into a secret airfield on false intelligence "he was carrying a potential hijacker". Far more likely than him being overpowered by any skinny little pipsqeak who couldn't even fly.
It's no stretch at all to reason out why the truth is stranger than the buffet of lies we got handed.