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If they wanted to automate the entire thing they would have used 777s, not 757s.
Installing the remote control technology would be as simple as upgrading some software any many cases. This could have been done weeks even months before 9/11.
767 Autopilot Information
The 767 autopilot/flight director system consists (in part) of three separate autopilot systems that can be used singly or in combination to provide automatic control of the ailerons, elevator, stabilizer, and rudder control systems when operating in selected flight modes. Any one of the three autopilot systems can control the airplane in the normal climb, cruise, descent, and approach modes.
The 767 autopilot system controls the airplane's movement about the pitch axis by using the elevators for dynamic control of the airplane's pitch and the horizontal stabilizer to trim out steady-state elevator deflections. When the autopilot is engaged and the airplane is in a steady-state flight condition, the autopilot is designed to keep the elevators near their neutral (or faired) position, using the elevators primarily for short-term dynamic adjustments (such as those necessitated by atmospheric disturbances). The elevators are also used for small trim adjustments, such as those necessitated by fuel consumption during flight. As these small elevator adjustments accumulate over time, the elevator deflections move further from their neutral (or faired) position. When the elevators' deflections reach a threshold value, the autopilot "retrims" the horizontal stabilizer and the elevator returns to a neutral (or faired) position. According to Boeing, when the autopilot system is disconnected, the force applied by the autopilot actuator to the elevator control system is removed, and, if the horizontal stabilizer has not been adjusted recently, small elevator movements result. Boeing representatives indicated that the following circumstances could result in elevator movements at the time of autopilot disconnect:
* Differences between the neutral position recognized by the autopilot and the actual neutral position of the elevator feel-and-centering unit would result in the autopilot actuator holding a force that would be released when the system is disconnected.
* The autopilot may have moved the elevators since it last trimmed the stabilizer, placing the elevators at a position other than their neutral position at the time of disconnect. When the autopilot is disconnected, the elevators would return to the neutral position commanded by the feel-and-centering unit. (During steady-state flight conditions, this situation occurs because of the effect of fuel consumption on the airplane's center of gravity.) According to Boeing, "this type of elevator motion upon autopilot disconnect is inherent in the operation of the autopilot system."
* Pilot forces on the control column at the time of manual autopilot disconnect can affect the movement of the elevator. (The autopilot can be disconnected manually by double-clicking the control yoke-mounted autopilot disconnect switch.)
* Mechanical aspects of the elevator control system (including friction, the effects of compliance in the system,33 variations among individual autopilot actuator units, and variations in the centering detent force) can cause elevator movement at the time of autopilot disconnect.
Boeing's 767 Maintenance Manual indicates that if the autopilot disconnects because of a system failure, the following cockpit warnings and annunciations would occur:
* the red autopilot disconnect warning light illuminates,
* the red master warning light illuminates,
* the engine indication and crew alerting system computer displays an autopilot disconnect message, and
* a siren alert sounds.
Although these autopilot disconnect warnings and annunciations are also generated when the autopilot is disconnected by pressing the autopilot manual disconnect switch on the control wheel, pressing the manual disconnect switch a second time within 0.5 second resets, and thus cancels, the system's disconnect warnings and annunciations before they are displayed to the flight crew. The 767 autopilot warnings and annunciations system contains multiple redundancies. For example, two warning signals are generated for each of the warning functions listed above: one warning signal uses software logic that is powered by normal power (which would be inhibited by a loss of normal power or a computer failure), and the other uses hardware logic that is powered by 28-volt alternating current standby power.
767 Autothrottle Information
The 767's thrust management system provides autothrottle control based on selected modes, existing conditions, and engine limitations. The autothrottle can be operated independently of or with the autopilot system. The autothrottle servomotor generator is connected to the throttle levers through a clutch pack assembly, which, when overridden,34 allows the pilots to make manual thrust inputs when the autothrottle is engaged. Movement of the throttle levers aft of the autothrottle commanded position for a given flight condition would require a manual force of about 9 lbs at the throttle levers to override the autothrottle servomotor clutch.
When the autothrottle function is engaged, it controls throttle lever movement. The maximum autothrottle commanded throttle lever movement rate for a normally functioning autothrottle system is 10.5° per second. Manual throttle lever inputs can exceed this rate; for example, the accident airplane's FDR recorded throttle lever movement at a rate of 25° per second at the beginning of the accident sequence. The minimum throttle lever position that the autothrottle can command varies as a function of the airplane's speed and the autothrottle mode selected. For the accident airplane's flight conditions and the selected autothrottle mode at the beginning of the accident sequence, this position would have been 40° to 50°. The FDR recorded a throttle lever position of about 33° at the beginning of the accident sequence.
Originally posted by PepeLapew
I am not going to entertain your ridiculous "mall bombs' anymore. yes, mall bombs would have been easier ...
…so ask yourself why the 19 box cutter terrorists didn't do that instead of hijacking 4 planes…
We could go on and on with ridiculous "what if" theories without getting anywhere.
You think the most modern military power in the world could not pull off 9/11 because it was too complicated and I think that 19 cave dwelling box cutter terrorists could not pull if off because it was too complicated.
Well, you believe the CIA, FBI, NIST, Mossad and White House could not pull off such a complex scam yet you want to believe 19 camel jockeys could?
Besides, it's not nearly as complex and impossible as you think.
Installing the remote control technology would be as simple as upgrading some software any many cases. This could have been done weeks even months before 9/11.
Doesn't it bother you that at least 5 Raytheon employees involved with remote control tech and/or secretive work died aboard the airplanes on that day?
Originally posted by Essedarius
Originally posted by PepeLapew
And I suppose that a Pentagon official buying put options against the airlines just before 9/11 is also a coincidence too?
Who? Please supply your source because it's the first thing you've said that actually interested me.
Originally posted by Essedarius
Originally posted by PepeLapew
Doesn't it bother you that at least 5 Raytheon employees involved with remote control tech and/or secretive work died aboard the airplanes on that day?
There are a lot of deaths that day that bother me.
Originally posted by StarNaos
I distinctly remember, during live coverage of 9/11, Diane Sawyer mentioning that building #7 would be taken down by the fire department because the ground-level supports had been knocked out by the impact of the falling towers.
Originally posted by Stiney
If they wanted to automate the entire thing they would have used 777s, not 757s.
But really, Boeing isn't a good choice in the first place
These setbacks for the company have been more than compensated for by the overall rise in Raytheon’s business since September 11th, including a 26% rise in stock prices. In early 2002, the firm also received a $1.2 billion multi-year contract to provide over 200 T-6A "Texan" training aircraft to the Air Force and Navy. This was despite criticisms just six weeks earlier by the Pentagon’s Office of Independent Testing and Evaluation that there were serious performance problems in the T-6A program.[15]
[15] 'Raytheon Profile', Reviewing Nuclear Proliferation, Reaching Critical Will web-site: www.reachingcriticalwill.org/dd/ray.html accessed 17 April 2002
So you're saying that it was planned several months/years in advance, yes? Then we're back to the question of why they would wait until late afternoon. Unless they wanted people to see it? But wait--
Bringing down a 47 storey building in not something done in an afternoon, firefighters do no have the skills or materials to perform such a job and even controlled demolition experts would not be crazy enough to walk around a burning building with explosive in hand.
Oh so they didn't want anyone to see it. In that case-again, why didn't they set off the bombs while the building was hidden behind dust? And... wait... didn't they write a script for reporters? I think your smoking guns may have just shot each other.
Ask yourself why the videos of WTC7 collapsing are never shown on the media.
Originally posted by Stiney
So you're saying that it was planned several months/years in advance, yes? Then we're back to the question of why they would wait until late afternoon. Unless they wanted people to see it?
Bringing down a 47 storey building in not something done in an afternoon, firefighters do no have the skills or materials to perform such a job and even controlled demolition experts would not be crazy enough to walk around a burning building with explosive in hand.
Oh so they didn't want anyone to see it. In that case-again, why didn't they set off the bombs while the building was hidden behind dust?
Ask yourself why the videos of WTC7 collapsing are never shown on the media.
And... wait... didn't they write a script for reporters?
Originally posted by PepeLapew
It's interesting that you should bring out this subject. How do you suppose the BBC was able to report the collapse of WTC7 a full half hour before it actually happened?
Originally posted by Gorman91
Have you ever seen a knolegable statement from a news reporter? because I havn't. They put glamer and glasses on to hide their stupidity.
Originally posted by PepeLapew
I am afraid you don't understand the subject here so I'll explain.
Originally posted by uberarcanist
Personally, I think the collapse WTC 7, while significant, is not a major piece of the 9/11 puzzle.
Here's what I think happened.
1. The collapse of the twins weakened the foundation of WTC7, making a collapse inevitable.
2. Emergency managers decide to mount a controlled demolition, so the collapse will happen on their own terms. (this probably saved lives)
3. The government covered up the controlled demo. Why, I'm not really sure, but the reason may either be mundane or stupid. The government does not always make sense.
I do not believe the official version of events as far as 9/11 is concerned, and I instead believe that governmental elements (American included) were essential in the execution of the plot, but I really don't see why WTC 7 is considered such a big deal.
Originally posted by Gorman91
I say it was probably brought down by demos, but not the twin towers themselves. I said earlier that if you were a fire chief who just lost half his men in the towers, would you risk the other half in wtc7 or just evac and blow it up.