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There are ground effects that make it impossible. Every real pilot knows this.
That is correct, and that is very significant because the NoC flight path is so outrages that even "Pilots For 911 Truth" has now put its foot down. Here is what Rob posted, and about the only thing that I agree with Rob on despite the fact that he is a hardcore 9/11 conspiracy theorist.
You've just committed another blunder with your comment because the math I posted has been peer-reviewed by high-time commercial/military pilots and look what you had posted!
I might add that with all of that experience, all he had to do was to take over American 77 in flight and fly the aircraft into the Pentagon, which doesn't require a lot of skill with the experience he had under his belt.
* 250 Hours Total Flight Time
* 75 Hours Instrument Flight Time
* 29 Hours Multi Engine Flight Time
This was reported to be a Boeing 757, registration number N644AA, carrying 64 people, including the flight crew and five hijackers. This aircraft, with a 125-foot wingspan, was reported to have crashed into the Pentagon, leaving an entry hole no more than 16 feet wide.
Following a cool-down of the resulting fire, this crash site would have been very easy to collect enough time-change equipment within 15 minutes to positively identify the aircraft registry. There was apparently some aerospace type of equipment found at the site but no attempt was made to produce serial numbers or to identify the specific parts found. Some of the equipment removed from the building was actually hidden from public view.
Conclusion
The government alleges that four wide-body airliners crashed on the morning of September 11 2001 , resulting in the deaths of more than 3,000 human beings, yet not one piece of hard aircraft evidence has been produced in an attempt to positively identify any of the four aircraft. On the contrary, it seems only that all potential evidence was deliberately kept hidden from public view. The hard evidence would have included hundreds of critical time-change aircraft items, plus security videotapes that were confiscated by the FBI immediately following each tragic episode.
With all the evidence readily available at the Pentagon crash site, any unbiased, rational investigator could only conclude that a Boeing 757 did not fly into the Pentagon as alleged. Similarly, with all the evidence available at the Shanksville, Pennsylvania crash site, it was most doubtful that a passenger airliner caused the obvious hole in the ground and certainly not the Boeing 757 as alleged. Regarding the planes that allegedly flew into the two WTC towers, it appears that heavy aircraft were involved in each case, but no evidence has been produced that would support the government's version of what actually caused the total destruction of the buildings, let alone proving the identity of the aircraft. That is the central problem with the government's 911 story.
As painful and heartbreaking as was the loss of innocent lives and the lingering health problems of thousands more, a most troublesome and nightmarish probability remains that so many Americans appear to have been involved in the most heinous conspiracy in our country's history.
I like how you cherry pick certain information that supports the OS narratives,...
So what Rob Balsamo's says his "opinions" are in supporting the OS is good enough for you to use and everything thing else on (Pilots For 911 Truth) is disinformation according to you.
According to the OS, the B-757 was flown the same way a military fighter jets are flown and Hani Hanjour did not have enough experience to pull that off.
Danielle (O'Brien) Howell: Air Traffic Controller
Mr. Meyssan's book "9/11: The big Lie" states that on September 11, 2001 I and my fellow air traffic controllers at Dulles airport had "no possible doubt" that the plane we saw approaching Washington, DC, which subsequently crashed into the Pentagon, "could not be a commercial airliner, but only a military aircraft" because of its speed and maneuverability. In the manner Mr. Meyssen took my statements from context and arranged them to support his theory, his conclusions are a blatant disregard for the truth.
Upon initial impression, I considered the target, later confirmed to have been American Airlines flight 77, to possibly have been a military aircraft. In an interview with ABC's 20/20, I stated, "The speed, the maneuverability, the way that he turned, we all thought in the radar room, all of us experienced air traffic controllers, that that was a military plane. You don't fly a 757 in that manner. It's unsafe." Since that tragic day, I've realised that it was never the intent of the hijacker to safely land American flight 77 anywhere. The usual preparations for a safe landing without our National Airspace System were not a consideration. Further, my colleagues at Reagan National Air Traffic Control Tower observed, from the windows of the Tower, and American Airlines Boeing 757 disappear below the skyline just prior to the smoke beginning at the Pentagon. Where is this B757 now? There was no situation when a standard airliner would traverse the skies around Washington, D.C. without strict approval by FAA Air Traffic Control.
Where are the crew and passengers from American 77? They have never been accounted for by Mr. Meyssen. Another valid point against the argument by Meyssen is the path the aircraft flew. Meyssen suggests it was a military missile used to impact the Pentagon. Why would a missile make a 360 degree manuever like this to reduce its altitude. A missile would be on course, at its appropriate altitude, when it approached the target.
The suggestion of the use of a military plane or missile, knowing all available facts, is simply beyond consideration.
If Mr. Meyssen had been interested in the full truth, many sources were available. There would have been no better witnesses than the aviation-trained, eye witnesses of Air Traffic Control. In that he never requested interviews of any of us who were there, his interest obviously lies not in revealing any truth, but in his personal financial gain.
Respectfully,
Danielle (O'Brien) Howell
911myths.com...
Furthermore a B-757 is not designed to handled such maneuvers, the stress would rip the plane apart.
No one can fly a B-757 at 400 knots manual just inches off the ground, without it slamming into the ground do to serious ground effects, that is impossible.
This was reported to be a Boeing 757, registration number N644AA, carrying 64 people, including the flight crew and five hijackers. This aircraft, with a 125-foot wingspan, was reported to have crashed into the Pentagon, leaving an entry hole no more than 16 feet wide.
Following a cool-down of the resulting fire, this crash site would have been very easy to collect enough time-change equipment within 15 minutes to positively identify the aircraft registry.
Again I will tell you it is impossible to fly a commercial airliner, B-757 at 400 knots just inches off the ground.
Now you try to to fly a B-757 over more than 300 meter at up to 470 KTS, at a height of less than its wingspan, but more near to half of its wingspan and even much less than that, up to just 1 meter under its jet engine nacelles, without any automatic aids from the autopilot functions, so, MANUALLY, over a level grassy surface.
American 77
Aircraft Performs Elaborate Maneuver - The Dulles controllers are unable to identify the plane because its transponder—which transmits identifying information about an aircraft to radar screens—has been turned off [WASHINGTON POST, 9/11/2001; WASHINGTON POST, 9/12/2001]
It is flying at almost 500 miles per hour while approaching Washington, and then performs a rapid downward spiral, “dropping the last 7,000 feet in two and a half minutes,” before hitting the Pentagon [CBS NEWS, 9/21/2001; USA TODAY, 8/13/2002]
Moving 'Like a Military Aircraft' - Controller Danielle O’Brien will later recall: “The speed, the maneuverability, the way that he turned, we all thought in the radar room, all of us experienced air traffic controllers, that that was a military plane. You don’t fly a 757 in that manner. It’s unsafe.” [ABC NEWS, 10/24/2001]
Another controller, Todd Lewis, will recall: “[N]obody knew that was a commercial flight at the time. Nobody knew that was American 77.… I thought it was a military flight. I thought that Langley [Air Force Base] had scrambled some fighters and maybe one of them got up there.… It was moving very fast, like a military aircraft might move at a low altitude.”
www.historycommons.org.../11=aa77
Even "Pilots For 911 Truth" has debunked the NoC flight path as well.
...Mr. Loeb said his personal experience also played into his skepticism. Recently he and his wife saw a two-vehicle collision, and unlike plane crash witnesses, they both saw it from the same angle. Within moments, they disagreed about what they had seen. Among other key details, Mr. Loeb said he could not recall whether one of the vehicles had been a truck or an S.U.V.
www.nytimes.com...
originally posted by: LaBTop
And a 757 is a very slow reacting plane, on human inputs. Only direct control signals to the motors that operate the up and down movements on the main wings and horizontal tail wings, via the autopilot functions could have kept that plane flying so LOW and perfectly parallel to that grassy lawn.
Give me a break, the fraud you used to mock about is your next 'source' now? Awesome!
.Mr. Loeb said his personal experience also played into his skepticism. Recently he and his wife saw a two-vehicle collision, and unlike plane crash witnesses, they both saw it from the same angle. Within moments, they disagreed about what they had seen. Among other key details, Mr. Loeb said he could not recall whether one of the vehicles had been a truck or an S.U.V.
According to the National Transportation Safety Board, which announced this month that it had gathered 349 eyewitness accounts through interviews or written statements, 52 percent said they saw a fire while the plane was in the air. The largest number (22 percent) said the fire was in the fuselage, but a majority cited other locations, including the left engine, the right engine, the left wing, the right wing or an unspecified engine or wing.
Nearly one of five witnesses said they saw the plane make a right turn; an equal number said it was a left turn. Nearly 60 percent said they saw something fall off the plane; of these, 13 percent said it was a wing. (In fact, it was the vertical portion of the tail.)
originally posted by: LaBTop
And a 757 is a very slow reacting plane, on human inputs. Only direct control signals to the motors that operate the up and down movements on the main wings and horizontal tail wings, via the autopilot functions could have kept that plane flying so LOW and perfectly parallel to that grassy lawn.
Ivar_Karlsen : You are so damn wrong.
The B757 and any other Boeing product are very responsive in manual flight.
The autopilot have limited control authority, and can not do anything that a human pilot can't do faster.
17 sep. 2001 - Using a full motion flight simulator, a relatively unskilled pilot shows how easy it would be to fly a 757 or 767 airliner. ...Changing the aircraft's course, speed, or altitude was not very difficult when using either the autopilot system or when flying the aircraft manually. The flight control system made the aircraft rather responsive and made it easy to perform normal flying maneuvers.
skyeagle409 : The NoC flight path is so far outside the flight envelope of a B-757 that it is absurd to say the least
Originally posted by: skyeagle409
Speed = 400 knots
(LT : which mathematically results then in : )
West Turn Radius = 2834
Bank Angle = arctan(400^2/2834*11.26)
Bank Angle = 79 Degrees*
G Force = 5.2 G**
East Turn Radius = 1639
Bank Angle = arctan(400^2/1639*11.26)
Bank Angle = 83 Degrees*
The bank required to achieve standard rate turns changes with your true airspeed (TAS). The higher that speed, the greater the bank angle will need to be in order to achieve a standard rate turn : Bank angle, in degrees = 0.15 x TAS (in KTS)
Definition: A standard rate turn is a maneuver in which an aircraft turns at a rate of 3* per second (3*/s) . If this turn is held for exactly two minutes (120 seconds) the aircraft will complete a 360* turn since: 3*/s x 120s = 360*.
ots of neat specs....stats and details....I'm a pilot....that wasn't a liner that hit.......
I spotted a ton of discrepencies with the pics of the damage at the frontside.....I could fill volumes.....man!
Which 35* right bank is what the NoC eyewitnesses observed, just as the slower speed of 230 KTS, much slower than the SoC plane, and the NoC slight curvature with its radius of 2049 to 2054 meters.
A reminder :
For Air Crash Detectives, Seeing Isn't Believing
Nearly one of five witnesses said they saw the plane make a right turn; an equal number said it was a left turn. Nearly 60 percent said they saw something fall off the plane; of these, 13 percent said it was a wing. (In fact, it was the vertical portion of the tail.)
www.nytimes.com...
Flight AA77 on 9/11: New FDR Analysis Supports the Official Flight Path Leading to Impact with the Pentagon
www.journalof911studies.com...
I don't even have to ask you, on which NoC flight characteristics you base that opinion on.
Since you already posted them :
It contained a drawn fat red line of some sort of slalom path, to let the plane end up in line with the SoC damage, after it passed NoC, which of course is a mockery of what the real eyewitnesses....
Unreliability of Air Disaster Eyewitness Accounts
The problem, he said, is that witnesses instinctively try to match events with their past experiences: ''How many plane crashes have you witnessed in real life? Probably none. But in the movies? A lot. In the movies, there's always smoke and there's always fire.''
As a result, the safety board generally doesn't place much value on eyewitness reports if data and voice recorders are available. For many investigators, the only infallible witness is a twisted piece of metal.
www.nytimes.com...
That won't fly. A slower airspeed would have required a steep banking angle, which did not happen in the final seconds before impact.
And it contains ONLY dishonest bending of reality.