reply to post by ipsedixit
Just to make amends to debunkers, who, after all, I consider to be truthers in waiting, I should say that I did talk to an airline pilot
three or four years ago about the ability of a novice pilot to fly a plane out of Logan, heading west into the WTC.
Well, there again, the "TMTP" litany. (My new acronym creation, to counter the one created by the truth movement folk, when they invented "OS".
'TNTP' is "truth movement talking points").
The intentional use of the word "novice" is meant to increase incredulity, and bolster the faith for the masses (the several hundred on this planet)
who believe in the "VAST conspiracy of 9/11" --- even though they STILL don't have a consensus hypothesis, yet....
Again, I will try to explain how EASY it is, after only a little bit of instruction (which they had --- they purchased many hours of simulator time,
and that would have included briefings, as well...both BEFORE, and AFTER the Sim sessions). If you can use a computer, you can be taught how to
program the nav systems, and interpret the instruments sufficiently to navigate to the targets...from wherever they were, when they assumed
This is SHOWN in the DFDR reports that we have from the two readable units....AAL 77 and UAL 93.
Note the radio tuning and navigation display settings activity undertaken by the hijackers
who were flying the airplanes:
READ the report, please. Here, I will post a bit from it, starting on page #6. It would be useful for everyone to read the entire indroction
narrative, in order to increase comprehension and understanding:
The points during the flight at which the VOR receivers were tuned to new frequencies are shown on the map in Figure 2 as yellow diamonds.
The points shown occur after the hijackers took control of the cockpit. Lines from the airplane flight path to the stations indicate the
VOR stations tuned by the left and right VOR receivers. The point on the flight path from which the lines originate are the points at which the
station was first tuned, i.e., the points at which the VOR station frequency selected by each receiver changed.
Note that while the EFIS was initially in MAP mode, the left and right VOR receivers were tuned to stations whose bearings from the airplane differed
by about 90 degrees, at the time at which the VOR station pairs were changed. This illustrates the method the system uses for obtaining VOR position
fixes to update the INS.
During the turn back to the east, the frequency of the right VOR receiver was set to 111.0 MHz, corresponding to the VOR station located at Washington
Reagan National Airport (DCA). At the time the DCA frequency was selected, the station was too far away for its signals to be received by the
receiver. The right VOR receiver remained tuned to the DCA VOR for the remainder of the flight, except for a 1-minute period at 9:15. The left VOR
receiver was tuned to various frequencies, but was tuned to 113.5 (AML in Herndon, VA near Dulles Airport) at approximately 9:08. At approximately
9:18, the left distance measuring equipment (DME) began receiving information from the AML VOR. After receiving the DME
signal, the airplane remained on a constant heading towards the Washington area. At 9:32, both VOR receivers were tuned to the DCA VOR.
Now, before this is claimed to be off-topic, it is important to use some deductive logic here...THESE two DFDRs were readable, after being found.
They show they type of activity one would expect from actual humans, in the cockpit --- albeit not as well-managed as a more experienced professional,
but GOOD ENOUGH, and only after needing minimal instructions and studying on their parts.
Since we have those two DFDR sets, we can logically assume the other
two airplanes were operated and navigated similarly.
Since they achieved their goals, unfortunately.
Fixed text within (ex) tags, for format from .pdf source. AND to enhance and emphasize.
[edit on 16 July 2010 by weedwhacker]