It doesn't make any difference what they meant because the shadow of the orb was cast within the last five seconds before the explosion. Whether
someone wants to say it passed east of tower 1 or face the reality of the orb making two turns around the south tower, neither action could've been
peformed by any plane. The government themselves say 175 was entirely south of the towers in the final 14 seconds. Flight 175 could not have passed
east of tower 1 logically or officially right before the explosion. That simple and visual fact exposes an irrefutable distinction between reality and
fiction on 911.
The bottom line is, in the real world you can't have it both ways. One plane cannot fly west to east and south to north in the few seconds before the
south tower exploded. The real flight path was performed by this weird object which originated from over the Verrazano bridge, then flew north of the
towers and circled around.
This video assumes, misleads, and pretends that an orb was a plane. There is no footage of any fake imagery or the orb coming from southwest of the
towers. The wide shots from the east and west are flying south to north and the divebomber gives the appearance that it came from the southwest, but
is first seen behind/south of the towers. The plane myth supporters have the divebomber myth and the plausible straight, south to north path, neither
of which created a shadow below the height of the towers like the orb did. There is a west to east path with cgi and the orb, and two different flight
paths with fake planes that are only seen from south of the towers from their start. NO SOUTHWEST FOOTAGE EXISTS. That's just an assumption with zero
video footage to support it.
The shadow that Richard Hall acknowledges, happens in the final five seconds which proves that the weird object literally passed east of tower 1
before the explosion. That was the orb...nothing else could have performed that impossible wrap around. The only footage from the north view that
displays the shadow is that of the orb and some cgi's that improved upon the orb's straight west to east float path. In other words, the orb did make
that impossible turn in reality, but a real plane would've either crashed into the west side of tower 2 or simply passed east of the towers entirely.
This absurd video uses the worst footage of chopper 4's orb and uses that assinine excuse as a reason to say the plane is really there because the
footage is too crappy to see. The orb was shown very clearly on live tv and was smaller than a chopper. It's called reverse, double standard
Radar Capabilities The radars used in this analysis are employed for USAF air defense and Federal Aviation Administration (FAA) air
traffic control missions. The radars under discussion have differing capabilities. The ARSR-4 radar is a three-dimensional system providing azimuth,
range and 3-D height. ARSR-4 radar data provided to military end users includes search radar 3-D height. Radar data provided to FAA end users is
void of search radar 3-D height, but includes weather messages that are not distributed to the military end user. The ARSR-1E and ARSR-3 radars are
two-dimensional radars providing only azimuth and range relative to the radar. In addition to primary (search) radar, all radar sites provide
secondary (beacon) radar information. The radar sites interrogate and receive secondary (beacon) responses from aircraft transponders providing
altimeter height and discrete mode 3A codes (squawk).
In general, the most reliable height information comes from aircraft transponder systems turned ON, responding to mode C interrogations. Mode C
height accuracy is limited to 100 feet (assuming standard barometric pressure), the value of the least significant bit in the mode C altitude
report. Because mode C height is always based on a standard barometric pressure setting, it is not corrected for local pressure conditions, although
an approximate correction can be made based on local atmospheric data (D-value). Note, aircraft true height is found by adding local D-value to the
mode C reported height. The D-value generally varies +1000 feet. The ARSR-4 3-D height data is generally accurate to within +2000 feet when the
aircraft is within 175 nmi of the radar site. The primary range accuracy limitation for both primary and secondary radar systems is 1/8 nmi due
to the target reporting format employed by the radar system. Azimuth accuracy is limited to approximately 0.2 degrees for both primary and secondary
In addition to these range, azimuth, and height accuracy factors, the radar sites require approximately 12 seconds to complete each 360-degree azimuth
scan. This relatively slow scan rate precludes moment-by-moment, contiguous aircraft positional information (i.e., precludes precise track statistics
such as heading and speed), particularly when aircraft are making rapid maneuvers. Because of these intrinsic radar limitations, all radar plots
illustrated in this report on a scan-to-scan basis should be considered close approximations.
edit on 31-5-2012 by lunarasparagus because:
(no reason given)
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