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Title: Flight 77 Cockpit Door Never Opened During 9/11 “Hijack”
Source:
Rock Creek Free Press
URL Source: http://rockcreekfreepress.tumblr.com/post/285492999/flt77fdr
Published: Dec 15, 2009
Author: Sheila Casey
Post Date: 2010-07-14 02:07:35 by FormerLurker
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Keywords: Flight 77, 9/11, Black Box
Views: 29722
Comments: 913
Flight 77 Cockpit Door Never Opened During 9/11 “Hijack"
By Sheila Casey / Rock Creek Free Press
Pilots for 9/11 Truth has reported that the data stream from the flight data recorder (FDR) for American Airlines flight 77, which allegedly struck the Pentagon on 9/11, shows that the cockpit door never opened during the entire 90 minute flight. The data was provided by the National Transportation Safety Board (NTSB), which has refused to comment.
The FDR is one of two “black boxes” in every commercial airliner, which are used after accidents to help determine the cause of a crash. One black box records flight data, the other records voice data (everything said in the cockpit during the flight). With those two sets of data, NTSB investigators can usually piece together the events that led to a crash. The status of the door to the cockpit is checked every four seconds throughout a flight and relayed as a simple 0 or 1, where 0=closed and 1=open, with approximately 1,300 door status checks performed during AA77’s 90 minute flight. Every one of those door status checks shows as a 0, indicating that the door to the cockpit never opened during the entire flight.
Accident investigators monitor the cockpit door with the FDR because it may yield clues to pilot error in a crash. The FDR begins recording once the pilots are in their seats and readying for takeoff, and the plane cannot take off unless the FDR is working.
The official story about flight 77 is that five Muslim terrorists brandishing box cutters forced their way into the cockpit and herded two pilots, four flight attendants and all the passengers to the back of the plane. This story came into being via Ted Olson, US Solicitor General, who told CNN — that he received two phone calls from his wife Barbara Olson, a passenger on the doomed flight. Ted Olson’s story changed several times. Sometimes he claimed that the calls from his wife were made from seat back phones, other times that she used her cell phone.
According to American Airlines customer service, the American Airlines maintenance manual for that aircraft, and American Airlines Captain Ralph Kolstad, seatback phones on 757s had been deactivated prior to 9/11/01. (They were later removed entirely, as they never worked well.)
Barbara Olson couldn’t have used a cell phone either: numerous 9/11 researchers, most notably David Ray Griffin, have pointed out that cell phones did not work on airplanes on 9/11. The speed and altitude of a commercial airliner both present overwhelming obstacles to a cell phone’s need to lock onto a cell tower and then hand off to another tower in a new location.
It was the FBI that revealed the evidence that decisively disproves Ted Olson’s story. In the Zacarias Moussaoui trial in 2006, the FBI presented a report on the cell phone calls from all four 9/11 flights. Their report on AA77 shows that there was only one phone call from Barbara Olson, but that it was an unconnected call lasting zero seconds. So Ted Olson either lied about receiving calls from his wife or was deceived into believing he received calls from her.
According to the UK Telegraph, Barbara Olson delayed her flight on 9/11 so that she could have breakfast with her husband on his birthday. That delay put her on the doomed flight. Ted Olson remarried in 2006 to tax attorney Lady Booth, whom he reportedly met the year after Barbara died.
There are numerous oddities and contradictions about AA77’s black boxes.
The government claims that the voice data recorder was damaged during the crash and that no usable data was retrieved from it. If true, this would be the first time in aviation history that a solid-state data recorder was destroyed during a crash.
While it was widely reported in the media that the FDR for AA77 was found at 4 am on September 14, 2001, the file containing the FDR data was dated over four hours earlier. In other words, we are asked to believe that the data from the FDR was downloaded prior to the FDR being found.
Researcher Aidan Monagahan has established that the NTSB does not have either serial or part numbers for the FDRs from AA77. The NTSB’s own handbook indicates that the part number and serial number of the FDR are required for data readout of the FDR. The NTSB did not have this information, giving us another reason to question how the FDR data was created.
Structural engineer Allyn Kilsheimer claimed that he personally found AA77’s black box on 9/11. But in the Popular Mechanics book Debunking 9/11 Myths, Kilsheimer is quoted as saying, “I stood on a pile of debris that we later found contained the black box 70;”
Kilsheimer’s story changes again in August 2007 in a piece done by the History Channel, “The 9/11 Conspiracies,” where he claims “I tripped over something; it was the black box.”
In earlier work, Pilots for 9/11 Truth (P4T) has determined that the same data set provided by the NTSB shows the plane too high to hit the Pentagon, based on an altimeter that uses air pressure to calibrate altitude.
As reported in the April 2009 Rock Creek Free Press, Citizen Investigation Team, citizen journalists from southern California, has collected evidence from 14 eyewitnesses that shows that the plane seen that morning near the Pentagon did not hit the building, but flew over it at the moment explosives detonated in the Pentagon, leading observers to conclude that the plane had crashed into the Pentagon.
Questions about what happened at the Pentagon have intrigued 9/11 researchers for years, beginning with photos from the alleged crash scene which do not show the wreckage of a plane.
This new evidence, showing that the cockpit door never opened during flight, is another nail in the coffin of the official story about flight 77. Clearly, if the cockpit door never opened, then hijackers did not storm the cockpit and herd the pilots to the back of the plane. The data, which originated from the government, does not support the government’s story.
Why would the government release data which contradicts its own version of events? It is possible they were just sloppy, or that they never anticipated that anyone would parse the data as carefully as Pilots for 9/11 Truth have. They may have also felt secure, that regardless of what damning revelations were contained in the FDR data, no mainstream media outlet would give them ink or air time, keeping the official story intact for the vast majority of Americans who receive their news from mainstream sources.
Rob Balsamo, founder of Pilots for 9/11 Truth, stated: “We have not located any independently verified data which confirms the government’s story. The FBI and NTSB refuse to comment.” Founded in August 2006, Pilots For 9/11 Truth is an organization of aviation professionals from around the globe who are investigating the government’s claims about the attacks of 9/11.
Sheila Casey is a DC based journalist. Her work has appeared in The Denver Post, Reuters, Chicago Sun-Times, Dissident Voice and Common Dreams.
Poster Comment:
Here's a link to the Pilots for 9/11 Truth articles on the matter. 9/11: PENTAGON AIRCRAFT HIJACK IMPOSSIBLE
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#628. To: buckeroo (#627)
Post #549
Liberty is not a means to a higher political end. It is itself the highest political end. He (Gordon Duff) also implies that forcibly removing Obama, a Constitution-hating, on-the-down-low, crackhead Communist, is an attack on America, Mom, and apple pie. I swear these military people are worse than useless. Just look around at the condition of the country and tell me if they have fulfilled their oaths to protect the nation from all enemies foreign and domestic. The impact of the the twin towers had structurely weakened the building. In a sense you are correct.
"we ought to lay off the criticism" -- Pinguinite, circa 2010-05-26 22:17:22 ET
Post 549 buck. Please pay attention, I already linked it for you in the previous post. And no, that bs about how some falling debris from the other towers caused 7 to get tired and fall down won't hold up either.
Liberty is not a means to a higher political end. It is itself the highest political end. He (Gordon Duff) also implies that forcibly removing Obama, a Constitution-hating, on-the-down-low, crackhead Communist, is an attack on America, Mom, and apple pie. I swear these military people are worse than useless. Just look around at the condition of the country and tell me if they have fulfilled their oaths to protect the nation from all enemies foreign and domestic. Yeah just like a screen is structurally weaker when you poke a pencil through it.
Not at the velocity the hijacked aircraft were traveling. The design was in the event of FOG as there were several earlier impacts of aircraft concerning the Empire State Building and Wall Street properties. This means the buildings were designed within certain parameters that you are not discussing; a relatively slow velocity. No building on the face of this Earth is designed to sustain a full velocity 757 or other craft at the hands of hijackers. Those additional parameters and publick safety measures would render the buildings incapable of construction.
"we ought to lay off the criticism" -- Pinguinite, circa 2010-05-26 22:17:22 ET
Ping to #630
I don't know why people can't understand that the engineers had to have had in mind that it was possible a plane just MIGHT crash into a tall skyscraper since one had some years before (the Empire State Building). And most of the time planes have some fuel when they crash unless the reason they crash is that they ran out of fuel which would indicate bad planning on someone's part.
Liberty is not a means to a higher political end. It is itself the highest political end. He (Gordon Duff) also implies that forcibly removing Obama, a Constitution-hating, on-the-down-low, crackhead Communist, is an attack on America, Mom, and apple pie. I swear these military people are worse than useless. Just look around at the condition of the country and tell me if they have fulfilled their oaths to protect the nation from all enemies foreign and domestic. If your scenario is so complete.... why didn't the aircraft appear out the other side of the building after impact?
"we ought to lay off the criticism" -- Pinguinite, circa 2010-05-26 22:17:22 ET
Thank you, thank you thank you.
"we ought to lay off the criticism" -- Pinguinite, circa 2010-05-26 22:17:22 ET
I am surprised you didn't ask for PROOF..... In late 1997 the U.S. Federal Aviation Administration (FAA) adopted a change requiring an increase in the number of recorded signals for flight data recorders (FDR). This rule change will affect many airplanes that operate under FAA rules, including all airplanes registered in the United States and those in other countries where regulatory authorities use the FAA rules as their own. Boeing is prepared to help operators meet the requirements of the rule change by its effective date, which varies according to each airplane's date of manufacture. In the interest of further increasing safety in the commercial airplane industry, the U.S. Federal Aviation Administration has effected a rule change that increases the amount of flight information collected in flight data recorders (FDR). The ability to gather additional information after a commercial airplane accident or incident can result in a more thorough investigation, as well as help the industry identify trends and make necessary modifications to prevent future accidents and incidents. Boeing is offering operators the support they need to meet the requirements of the new FAA rule by the date of compliance. ("Performance Data for European Operators" in the January-March 1997 issue of Airliner magazine addresses the rule for operators of JAA-registered airplanes.) The following article discusses: 1. Purpose of flight data recorders. 2. History of flight data recorders. 3. Summary and effects of the flight data recorder rule change. 4. Boeing support for operator compliance. 1 Purpose of Flight Data Recorders The purpose of an airplane flight data recorder system is to collect and record data from a variety of airplane sensors onto a medium designed to survive an accident. Depending on the age of an airplane, the FDR system may consist of (1) an analog or digital flight data acquisition unit (FDAU) and a digital FDR (DFDR) that may have a tape or solid-state memory, or (2) simply an FDR. The protected medium that collects data from an airplane resides in the FDR or DFDR. This recording system has been installed in thousands of airplanes, and continues to play a key role in making airplane travel as safe as possible. The data collected in the FDR system can help investigators determine whether an accident was caused by pilot error, by an external event (such as windshear), or by an airplane system problem. Over the years, these data have contributed to airplane system design improvements and the ability to predict potential difficulties as airplanes age. An example of the latter is using FDR data to monitor the condition of a high-hours engine. Evaluating the data could be useful in making a decision to replace the engine before a failure occurs. 2 History of Flight Data Recorders Flight data recorders were first introduced in the 1950s. Many first-generation FDRs used metal foil as the recording medium, with each single strip of foil capable of recording 200 to 400 hr of data. This metal foil was housed in a crash- survivable box installed in the aft end of an airplane. Beginning in 1965, FDRs (commonly known as "black boxes") were required to be painted bright orange or bright yellow, making them easier to locate at a crash site. Second-generation FDRs were introduced in the 1970s as the requirement to record more data increased, but they were unable to process the larger amounts of incoming sensor data. The solution was development of the flight data acquisition unit (FDAU). As shown in figure 2, the FDAU processes sensor data, then digitizes and formats it for transmission to the FDR. The second-generation digital FDR (DFDR) uses tape similar to audio recording tape. The tape is 300 to 500 ft long and can record up to 25 hr of data. It is stored in a cassette device mounted in a crash-protected enclosure. FAA rule changes in the late 1980s required the first-generation FDRs to be replaced with digital recorders. Many of the older FDRs were replaced with second-generation magnetic tape recorders that can process incoming data without an FDAU. Most of these DFDRs can process up to 18 input parameters (signals). This requirement was based upon an airplane with four engines and a requirement to record 11 operational parameters for up to 25 hours (see "Parameters Explained" below). Another FAA rule change that took effect October 11, 1991, led to the installation of digital FDAUs (DFDAUs) and DFDRs with solid-state memory on all Boeing airplanes before delivery. This FDR system was required to record a minimum of 34 parameter groups. The DFDAU processes approximately 100 different sensor signals per second for transmission to the DFDR, which uses electronics to accommodate data for a 25-hr period. Today all Boeing current-production models use DFDR systems, which will store 64 12-bit words per second (wps) over a 25-hr period in electronic memory. At the end of the 25 hours, the DFDR will begin recording the most recent data over the oldest data. No tape removal is required with these systems. Each of these systems on every Boeing model (except the 777) have at least two data frames that are transmitted from the DFDAU to the DFDR (see "What Is a Data Frame?" below). These separate data frames accommodate the different regulatory agency requirements. A 128-wps DFDR was available for the Boeing 777 and MD-90, allowing the development of one data frame that incorporated all regulatory agency requirements and that required operators to develop only one data frame decode algorithm. "How a FAA Rule Is Changed", below, explains the basis on which the FAA may propose rule changes. 3 Summary and Impact of FAA FDR System Rule Change The rule change addresses all Boeing commercial airplane models and groups them as follows: * Airplanes manufactured before October 11, 1991, without an FDAU or DFDAU as of July 16, 1996. * Airplanes manufactured before October 11, 1991, with an FDAU or DFDAU as of July 16, 1996. * Airplanes manufactured after October 11, 1991, after August 18, 2000, and after August 18, 2002. AIRPLANES MANUFACTURED PRIOR TO OCTOBER 11, 1991, WITHOUT AN FDAU OR DFDAU INSTALLED AS OF JULY 16, 1996. The new rule requires that by August 18, 2001 the FDR record at least 18 parameter groups. For most airplanes, this is an increase from 11 parameter groups, as described in "Effects of 1989 FAA Flight Data Recorder Rule Change" on page 32. On about half of all the Boeing 727, 737, DC-8, and DC-9 models the FDR system uses a single FDR, a result of the late 1980s replacement activity. Most of these FDRs should have enough spare inputs to accommodate the increased requirements with little or no modification required. Other parameter groups required to be recorded include the addition of both flight control surface positions and flight control inputs for all three axes (lateral, directional, longitudinal), lateral acceleration, and autopilot engagement status. Airplanes manufactured prior to October 11, 1991, with a FDAU or DFDAU installed as of July 16, 1996. The new rule requires that by four years from date of rule at least 22 parameter groups be recorded by the FDR. In this group are Boeing models 727, 737, 747, 757, 767, DC-10, and MD-80. Most of these airplanes record almost all the 22 parameter groups, some of which operators may ask Boeing to remove to save weight or to avoid maintenance costs if a parameter group is not required by a particular country's regulatory agency. The additional parameter groups required to be recorded include the addition of flight control surface positions and flight control inputs for all three axes, lateral acceleration, and autopilot engagement status. AIRPLANES MANUFACTURED AFTER OCTOBER 11, 1991. The 34 required parameter groups for this category are all recorded, with a few exceptions (some of the required recording rates are not met for flight control surface positions, flight control inputs, or both). The rule gives operators until August 18, 2001, to comply. Since the rule became effective August 18, 1997, the FDR system changes required for airplanes manufactured after August 18, 2000, will affect only new production. The new-production part of the rule changes require 57 parameter groups to be recorded by August 18, 2001, and 88 parameter groups by August 18, 2002. 4 Boeing Support for Operator Compliance Boeing models 707, 727, 737-100/-200/-300/-400/-500, 757, 767, 747-100/-200/-300/-400, 777-200/-300, DC-8, DC-9, DC-10, MD-11, MD-80, and MD-90 will require retrofit activity. This may involve the addition of new sensors and wiring plus installation of a DFDAU, software, or both because of a new FDR frame. The details of the Boeing plan to support the airplanes listed below are discussed in "Rule Change Support Plan". The following airplanes are covered by the rule change support plan: * 717-200. * 727 and 737-100/-200 (all manufactured before October 11, 1991), 737-100/-200, and 737-300/-400/-500 manufactured before October 11, 1991. * 737-300/-400/-500 manufactured after October 11, 1991, but before August 18, 2000 (production cut-in of 57/88 parameter groups). * 737-600/-700/-800. * 747-100/-200/-300. * 747-400s manufactured before August 18, 2000 (production cut-in of 57/88 parameter groups). * 757s and 767s manufactured before October 11, 1991. * 757s and 767s manufactured before August 18, 2000 (production cut-in of 57/88 parameter groups). * 777s manufactured before August 18, 2000 (production cut-in of 57/88 parameter groups). * All current-production Boeing models. * Airplanes that require 18 to 22 parameter groups and whose data frames will be affected. * 747-400 and 777. * DC-8, DC-9, and 707 (all manufactured before October 11, 1991). * DC-10 (all manufactured before October 11, 1991) and MD-80 (with FDAU) manufactured before August 18, 2000 (production cut-in of 57/88 parameter groups). * MD-11, MD-80, and MD-90 manufactured before August 18, 2000 (production cut-in of 57/88 parameter groups). Summary The FDR rule change effected by the FAA in late 1997 will require operators of airplanes flying under FAA rules to make sure the FDRs on their airplanes can record several additional parameter groups. The compliance date for these airplanes depends on their date of manufacture. Boeing is ready to support all customers with their activities to meet the new FDR rule. Operators should contact Boeing to initiate a customer requested change if their airplanes need additional sensor and bracket installations but are not covered in the service bulletins that Boeing offers. Though Boeing has no plans to provide unique FDR data frame updates for airplanes manufactured before October 11, 1991, the company will respond to requests for assistance if an operator generates a customer change request. -------------------------------------------------- Parameters Explained The text in the new rule from the U.S. Federal Aviation Administration (FAA) lists 88 operational parameters required to be recorded by digital flight data recorders (DFDR). To meet each of these requirements, based upon the design of an airplane, more than one parameter may need to be recorded by the flight data recorder (FDR) at the same time. An example of this is the operational parameter thrust/ power of each engine-primary flight crew reference. On most Boeing- and Douglas-designed airplanes, two parameters (signals) per engine are provided to the FDR system to capture the thrust/power of each engine. As a result, 88 defined operational parameters in the FAA rule will result in many more than 88 parameters actually recorded. To avoid confusion, Boeing identifies each of the 88 operational parameters in the new FAA FDR rule as 88 parameter groups, as each can require recording more than one parameter. -------------------------------------------------- How an FAA Rule Is Changed New rules or rule changes can be prompted by many things, including the advent of new technology, accident data, or Congressional mandates. The U.S. National Transportation Safety Board (NTSB), which performs all airplane accident investigations in the United States, issues a written safety recommendation to the U.S. Federal Aviation Administration (FAA) to consider as a subject for rulemaking. In the case of the flight data recorder (FDR) system rule change, the NTSB stated that more airplane information must be recorded by the FDR system. This recommendation was based upon the NTSB's findings and the difficulty they encountered in their investigations because of a lack of adequate flight information. The FAA must evaluate NTSB safety recommendations based on many factors. Two of these are the economic impact of the change and the ability to produce and govern the regulation. Public and private hearings regarding the proposed changes often are held to aid the FAA in this evaluation process. In the 1980s, the FAA established the Aviation Rulemaking Advisory Committee (ARAC) to improve the regulatory process and improve communication between the FAA, airline operators, and manufacturers on new regulations. The main task of ARAC is to work with the FAA to evaluate the many factors resulting in rules that can be technically and economically justified, then feasibly implemented and regulated. The new FDR system rule resulted from three NTSB safety recommendations to the FAA. The FAA held a public hearing on April 20, 1995, to discuss the NTSB recommendations that spawned a rulemaking process within ARAC. A flight data recorder working group was established by the FAA and directed to draft the Notice of Proposed Rulemaking (NPRM) for the FDR system. This NPRM would become the final FDR rule from the FAA. The working group, representing the FAA, NTSB, airplane manufacturers, and airplane operators, was to report its results (a draft NPRM) to the ARAC Executive Committee. The FAA would then use the draft to create the final NPRM. The Administrative Procedures Act requires that every Federal rule (except those of an emergency nature and certain others) first be issued as a "proposed rule" (NPRM) and provide time for the public to review and comment on it. When an NPRM is published in the Federal Register, the public is allowed time to comment on the FAA's discussions and conclusions presented in the preamble of the NPRM, as well as the text of the proposed rule itself. The preamble discusses the historical background that prompted the proposed rule, as well as how and why it should be implemented. The preamble includes a review of the cost-versus-benefit information in order to justify the proposal. When the public comment period ends, the FAA addresses each comment submitted and determines the content of the final rule. (The content of the final rule may be changed in light of comments received.) ARAC may be invited to participate, but often is not. The final rule, including its effective date, is also published in the Federal Register. -------------------------------------------------- What Is a Data Frame? A flight data recorder (FDR) data frame is the order of the words that are transmitted from the digital flight data acquisition unit (DFDAU) to the digital FDR (DFDR) each second over many seconds (see ARINC 717 for additional information). Most FDR system data frames are made up of four subframes within one superframe. For a 64-words-per-second (wps) FDR system, a DFDAU will output 64 12-bit words to the FDR each second, where each word typically contains the value of an analog parameter. The order of the words (for example, word number 12 of the 64 words) within a subframe, as well as the order of the subframes, define an FDR data frame. This order is important to understand in order to decode the data recorded in the DFDR. Some Boeing airplanes have two data frames, because one data frame in an FDR system with a capability of 64 wps cannot accommodate all of the world's regulatory requirements. By comparison, the 777 FDR system can handle 128 wps. In order to meet the new rule from the U.S. Federal Aviation Administration (FAA) that requires recording of 88 parameter groups by August 18, 2002, FDR systems on Boeing airplanes will handle 256 wps. -------------------------------------------------- Effects of 1989 FAA Flight Data Recorder Rule Change The FAA rule change in 1989 required a flight data recorder (FDR) that provided a digital method of recording, storing, and readily retrieving data. It also increased the number of parameter groups to a total of 11 from 6: * Time. * Altitude. * Airspeed. * Vertical acceleration. * Heading. * Time of each radio transmission either to or from air traffic control. * Pitch attitude. * Roll attitude. * Longitudinal acceleration. * Control column or pitch control surface position. * Thrust of each engine. Because most airplanes recorded only six parameter groups, nearly all operators were required to retrofit the FDRs in their airplanes. In response to this requirement, many FDR manufacturers developed crash-survivable FDRs that did not require flight data acquisition units to replace the first-generation foil FDRs, and that accommodated the 11 required parameter groups for airplanes with up to four engines. Airplanes such as the 737 that have these FDRs can accommodate up to 18 parameter groups, as they have only two engines for which data must be recorded. -------------------------------------------------- Where To Find the FAA FDR Rule The full content of the FAA FDR rule is listed in the Federal Register Part IV, Department of Transportation, Federal Aviation Administration, section 14 of the Code of Federal Regulations (CFR), affected parts: * 121 (Certification and Operations: Domestic, Flag, and Supplemental Air Carriers and Commercial Operators of Large Aircraft). * 125 (Certification and Operations: Airplanes Having a Seating Capacity of 20 or More Passengers or a Maximum Payload Capacity of 6,000 Pounds or More). * 129 (Operations: Foreign Air Carriers and Foreign Operators of U.S.-Registered Aircraft Engaged In Common Carriage). * 135 (Air-Taxi Operators and Commercial Operators). The rule may be found on the World Wide Web at the following address: http://www.faa.gov/avr/arm/nprm/nprm.htm -------------------------------------------------- Rule Change Support Plan Boeing plans the following activities to help operators comply with the FAA rule change for flight data recorders. 717-200. This model will be equipped to meet the new rule. 727 AND 737-100/-200. (ALL MANUFACTURED BEFORE OCTOBER 11, 1991), AND 737-300/-400/-500 MANUFACTURED BEFORE OCTOBER 11, 1991. Service Bulletin (SB) 727-31-0059, SB 737-31-1100, and SB 737-31-1099, respectively, provide for purchase of a parts kit (sensor brackets), supplier information for ordering sensors, and wiring examples from the sensors to the flight data recorder (FDR) (airplane tail) or flight data acquisition unit (FDAU)/digital FDAU (DFDAU). These parts would address flight control surface positions and flight control inputs for all three axes and lateral acceleration. Boeing technical support for the autopilot/flight director computer (AFDC) engaged is available upon request in each of these three categories of airplanes. 737-300/-400/-500 MANUFACTURED AFTER OCTOBER 11, 1991, BUT BEFORE AUGUST 18, 2000 (PRODUCTION CUT-IN OF 57/88 PARAMETER GROUPS). These models will need a new FDR frame (see "What Is a Data Frame?"). Boeing is working with its FDAU suppliers to develop a common data frame across all Boeing models. 737-600/-700/-800. These models will be equipped to meet the new rule. 747-100/-200/-300. Most of these airplanes record the required 22 parameter groups. However, a service bulletin, if requested by an operator, could provide for a parts kit (sensor brackets), sensors supplier information for ordering, and wiring examples from the sensors to the FDAU/DFDAU and for the AFDC engaged discrete. The parts kit would address both flight control surface positions and flight control inputs for all three axes and lateral acceleration. 747-400S MANUFACTURED BEFORE AUGUST 18, 2000 (PRODUCTION CUT-IN OF 57/88 PARAMETER GROUPS). These models will need a new FDR frame. Boeing is working with its FDAU suppliers to develop a common data frame across all Boeing models. A service bulletin will be released for a digital flight data acquisition card update. 757S AND 767S MANUFACTURED BEFORE OCTOBER 11, 1991. A service bulletin is currently in work and will be released to provide for purchase of a parts kit (sensor brackets), sensors supplier information for ordering, and wiring examples from the sensors to the DFDAU. These parts would address both flight control surface positions and flight control inputs for all three axes and lateral acceleration. Boeing technical support for the AFDC engaged discrete is available upon request. Also, incorporation of SB 757-31-0059 and SB 767-31-0091 for correction of engine indicating and crew alerting system (EICAS) filtering of flight control data is required. 757S AND 767S MANUFACTURED BEFORE AUGUST 18, 2000 (PRODUCTION CUT-IN OF 57/88 PARAMETER GROUPS). These models will need a new FDR frame and incorporation of the service bulletins for correction of EICAS filtering of flight control data resulting from PRR 54727 (757) and PRR B12710 (767). Boeing is working with its FDAU suppliers to develop a common data frame across all Boeing models. 777S MANUFACTURED BEFORE AUGUST 18, 2000 (PRODUCTION CUT-IN OF 57/88 PARAMETER GROUPS). These models will need a new FDR frame. Boeing is working with its FDAU suppliers to develop a common data frame across all Boeing models. A service bulletin will be released for an airplane information management system (AIMS) digital flight data acquisition function update. ALL CURRENT-PRODUCTION BOEING MODELS. These models will require retrofit of new flight recorder data frames that will address the 34 parameter groups. The plan is to design the data frames as required to meet the new FDR rule and provide these designs in all the appropriate Boeing documentation. This activity is required because the MD series, 737, 757, and 767 DFDAUs that will incorporate this update are buyer- furnished equipment (selected by the operator). AIRPLANES THAT REQUIRE 18 TO 22 PARAMETER GROUPS AND WHOSE DATA FRAMES WILL BE AFFECTED. These airplanes will be a subset of the new data frames. For these airplanes, as well as for the MD series, 737, 757, and 767, Boeing plans to accomplish the data frame development and lab testing short of installation and certification on the airplane, and update all the appropriate documentation. Boeing can certify these data frames for an operator if an operator generates a customer change request to install the new data frame. Installation would occur on a production airplane for delivery prior to the production cut-in of the 57/88 parameter groups. 747-400 AND 777. For these two models Boeing provides the FDR acquisition function (supplier-furnished equipment). The 747-400 uses a digital flight data acquisition card (DFDAC). The 777 uses a digital flight data acquisition function (DFDAF) that resides in a module in both cabinets of the AIMS. The data frame updates for these models will be provided to operators through a purchased service bulletin. The 777 service bulletin will be a software change only. DC-8, DC-9, AND 707 (ALL MANUFACTURED BEFORE OCTOBER 11, 1991). Boeing believes that these models comply with the 1989 FAA requirement for 11 parameter groups. A service bulletin, if requested by an operator, could provide for a parts kit (sensor brackets), sensors supplier information for ordering, and wiring examples from the sensors to the FDAU/DFDAU. The parts kit would address both flight control surface positions and flight control inputs for all three axes, the auto-pilot engaged discrete, and lateral acceleration. DC-10 (ALL MANUFACTURED BEFORE OCTOBER 11, 1991) AND MD-80 (WITH FDAU) MANUFACTURED BEFORE AUGUST 18, 2000 (PRODUCTION CUT-IN OF 57/88 PARAMETER GROUPS). A kit configuration notice (KCN) is available upon customer request to provide instructions for rewiring the programming plug of the currently installed FDAU to create a new FDR frame, which will meet the increased parameter recording rates. This same KCN can include flight control input position sensors and wiring, plus provide instructions for removing the wiring for parameters (signals) currently being recorded that are not required by the new FAA rule. Removal of parameters not required by the new rule is required to use the currently installed 64-words-per-second (wps) FDR system. MD-80, MD-90, AND MD-11 MANUFACTURED BEFORE AUGUST 18, 2000 (PRODUCTION CUT-IN OF 57/88 PARAMETER GROUPS). The DFDAUs installed on these models will need a new FDR frame to meet the increased parameter recording rates. A KCN is available upon customer request to provide instructions for adding flight control input position sensors and wiring, plus provide instructions for removing the wiring for parameters currently being recorded that are not required by the new FAA rule. Removal of parameters not required by the new rule is required to use the currently installed 64-wps FDR system. return to top | AERO text-only contents | Boeing Home | Commercial Copyright © The Boeing Company. All rights reserved. "we ought to lay off the criticism" -- Pinguinite, circa 2010-05-26 22:17:22 ET
So where in that long list does it say that the 757 doesn't collect FLIGHT DECK DOOR status?
Again, where is that information there buckie?
Are you becoming defensive because I found the Achilles tendon of your thread? Here's another Achilles tendon, and a big one at that. And also a proof that the Tw0ffer pretend physicists don't know jack$hit about real world physics. Tw00fers try to explain away the release of several gigajoules of aircraft crash energy by touting the flexibility of the Twin Towers and saying this flexibility allows the crash energy to dissipate harmlessly. This means the Towers sway enough in a high speed impact where the huge amounts of energy from the crash get dissipated. Which in turn means even though the 911 crash moves the Tower's centerline in the direction of the gigajoule plane crash, the Tower's centerline eventually returns to its normal position post crash because of its structural flexibility. However, Tw00ferk00ks also want the top of the Towers to fall sideways and not into vertically into the building footprint. To do this an entirely different set of assumptions about the building structure must be used. Because, as an object rotates in a sideways fall, a horizontal force gets applied to the top and the middle of the falling and rotating object, to keep pushing the top and middle farther and farther from vertical centerline. However, at the same time the horizontal force pushes the top and middle of the rotating object farther and farther from vertical centerline, the rotating object is exerting equal and opposite force onto what's doing that pushing. But what is the counterforce being applied against? Why, a flexible structure - per the original theory trying to explain away a lack of connection between the huge crash and the subsequent building collapse. So this flexible structure theory means the building will go in the direction of the counter force. In other words, the force on the rotating object will push its top and middle in one direction. However the counter force from rotating object will push the building centerline in the opposite direction, and the two movements will cancel! Because the building is supposed to be flexible enough to absorb a gigajoule of crash energy! With a flexible structure, the centerline will remain more or less within the footprint of the building, because of the force and counter force cancelling. And the falling section - rotating or not - will also remain within the base footprint. Because pushing energy and pushing counter forces offset each other so the net centerline remains the same! Bottom Line: You can't have a building that's both flexible enough to sway with a gigajoule crash and return to form on its own, and at the same time have that building that's rigid enough to provide a platform for a rotating sideways collapse. Tw00ferk00ks rebut their own half-baked physics! QED. LOL.
---------------------------------------------------------------------------------------------------------------------------------- It is based on the vintage of 757 aircraft as a -1, -2 or -3. Only the -3 (after 1997) were equipped with the sensor as operational. There are no records to show that AMAFLT77 was ever upgraded [edit: hotlink to FAA: (Flight 77 = N644AA 2460 Certificate Issue Date 05/08/1991) Sorry... your thread is closed other than mopup.
"we ought to lay off the criticism" -- Pinguinite, circa 2010-05-26 22:17:22 ET
what part of verified don't you people of the liar movement understand bucky?
Nope, you keep avoiding and evading my post about what the people who built the towers, or engineered them, had to say about plane crashes and fires, etc. But I can understand that. The official agitprop falls apart when faced with that.
Liberty is not a means to a higher political end. It is itself the highest political end. He (Gordon Duff) also implies that forcibly removing Obama, a Constitution-hating, on-the-down-low, crackhead Communist, is an attack on America, Mom, and apple pie. I swear these military people are worse than useless. Just look around at the condition of the country and tell me if they have fulfilled their oaths to protect the nation from all enemies foreign and domestic. Who cares about what anyone says now? All the original plans were destroyed in the three buildings. Apparently there is an old relic of a ship just discovered and other debris but the records are gone, pal.
"we ought to lay off the criticism" -- Pinguinite, circa 2010-05-26 22:17:22 ET
You are really dumb. I explained this to you already. You can't think, you only parrot idiots that YOU think make you look smart. Around here, you only look like a moron.
God is always good!
uh huh. Just about what I expected. Either no response at all or just more bs. Of course the plans for the buildings were not destroyed in the buildings. Do you believe that there are no copies of them in the architects and engineers offices and in the City's planning department, etc.?
Liberty is not a means to a higher political end. It is itself the highest political end. He (Gordon Duff) also implies that forcibly removing Obama, a Constitution-hating, on-the-down-low, crackhead Communist, is an attack on America, Mom, and apple pie. I swear these military people are worse than useless. Just look around at the condition of the country and tell me if they have fulfilled their oaths to protect the nation from all enemies foreign and domestic. Now, you have to prove that position. how much time do you need? BTW, ALL the plans were in BLDG7.... with copies in the others. I guess you can goto the hall of records in NYC.
"we ought to lay off the criticism" -- Pinguinite, circa 2010-05-26 22:17:22 ET
You know what? You are nothing, a nobody, a minimum wage sucker. Go suck the government's tit you good for nothing asshole. You know nothing about physics, you just parrot the stooges working for the government. When you die, and you will die, look up and see those killed by your damn bosses. They won't be where you are, and you will regret your choices in this life forever.
God is always good!
I don't have to go to NYC to know that all the plans for two of the tallest buildings in the world were not all stored in the same location. Were all the engineers and architects offices in 7?
Liberty is not a means to a higher political end. It is itself the highest political end. He (Gordon Duff) also implies that forcibly removing Obama, a Constitution-hating, on-the-down-low, crackhead Communist, is an attack on America, Mom, and apple pie. I swear these military people are worse than useless. Just look around at the condition of the country and tell me if they have fulfilled their oaths to protect the nation from all enemies foreign and domestic. The original construction is all done, years ago. What does it matter where any of the technical people are now? The documented plans are gone.
"we ought to lay off the criticism" -- Pinguinite, circa 2010-05-26 22:17:22 ET
is that why you attack any and all who refuse to buy the government talking points you and the rest of the liar movement post. calling what you do fact based research is a hoot, all hail the official fairy tale yes, fact based hardly.
I don't want to read BS and tap dancing, I want you to provide some figures and hard numbers. that would require fact-based research and ag and the rest of his pals of the liar movement are factaphobics.
AG ... these are some tough folks. And I think you hold up well taking some of the stuff. Let's get back on the earlier threads about the twin towers.
"we ought to lay off the criticism" -- Pinguinite, circa 2010-05-26 22:17:22 ET
I attack liars who deny the obvious while pushing the exotic, unproven, and unprovable. When an aircraft traveling over 400 mph hits a building, creates a huge gash and starts uncontrolled fires, then the building collapses within a couple hours, that's what I call "obvious" as far as causes go.
---------------------------------------------------------------------------------------------------------------------------------- bucky you and the rest of the liar movement never cared about the truth all you ever cared about is echoing the fabrications in the government supplied talking points aka the official conspiracy theory as told by gwbush and company.
Tell me how a building can be flexible enough to dissipate a gigajoule of energy by moving in the direction of a hit, then restoring its centerline by itself, but then be inflexible enough to supply a place where a falling and rotating object can push against, so the top of the rotating piece comes to rest outside the building footprint. You can't have both at the same time. The building is either flexible and dissipates energy but can't provide a rigid platform, or rigid in which case a high impact crash will destroy or seriously damage the structure because it doesn't have enough give. You've trashed your own arguments and are too stupid to know it. The extent of your physics knowledge, internet jerkwad.
---------------------------------------------------------------------------------------------------------------------------------- if that were true you'd be whopping up on yourself with a vengence
I was looking for a video on youtube and came across a comment from a fellow. It might shed some light onto the subject. # rupertmja1 1 month ago Or, maybe theŒ79; plane that crashed en-route was headed elsewhere, meaning, maybe there was/is another building out there laced with TNT. A lot of hypothetical, but we do live in crazy times do we not. As far as I can see, no one has come up with this theory. # rupertmja1 1 month ago Does no one think like me? Think about this. WTC7 fell in the afternoon. If it was dynamited, and it certainly seems so to me, why/ My theory is that the plane that crashed in a field ... think ... it crashed en route ... so ... en route to where. Methinks WTC7. If it hit WTC7 it too could have been blown up in the morning on schedule along with WTC1 and 2. But it wasn't hit - which must haveŒ79; given the 'planners' a big dilemma of leaving a building full of TNT out there. http://www.youtube.com/watch?v=i1BLRpiRVnY
You're hot air and nothing else, windbag.
---------------------------------------------------------------------------------------------------------------------------------- Which is it? You're the one demanding people be your research librarian and waste their time looking up stuff you will then promptly ignore. FL gave you the link. Do your own effing research for your ad hominem attacks. he and the rest of the liar movement have been handed the government BS talking points for so long now that they are like a three generation welfare household; they are entitled to free hand outs with no effort from themselves required.
ag of the liar movement you'd be a lying sack of turds if not for the fact you are but a kernel of corn in said turds
liar movement. opposite of truth. That's good.
Hey LiaRk00k, what was the collapse time for either WTC tower?
Tell me what happens to kinetic energy in an inelastic collision.
It's obvious that the value would indicate the towers fell at close to free fall speed, that's why he WON'T post it.
Comments (669 - 913) not displayed.
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Lord Acton
OsamaBinGoldstein posted on 2010-05-25 9:39:59 ET (2 images) Reply Trace
#629. To: James Deffenbach (#575)
Even if that were true, which it is not as the information I provided showed, why did 7 fall? No plane hit it. Was it the Magickal Jet Fuel™ or some previously unknown and unknowable phenomena at work?
Maybe Santa Claus got out early and fell off his sleigh and hit it? Maybe the Easter Bunny got mad and threw an egg at it?
#630. To: AGAviator, FormerLurker, Original_Intent (#560)
After 8 years you can't even come close to saying what or whose ass that is.
“It has been said, 'time heals all wounds.' I do not agree. The wounds remain. In time, the mind, protecting its sanity, covers them with scar tissue and the pain lessens, but it is never gone.” ~ Rose F. Kennedy
#631. To: buckeroo (#629)
Lord Acton
OsamaBinGoldstein posted on 2010-05-25 9:39:59 ET (2 images) Reply Trace
#632. To: buckeroo (#629)
The impact of the the twin towers had structurely weakened the building.
#633. To: James Deffenbach (#549)
Those towers were designed to withstand the impact of commercial airliners.
#634. To: James Deffenbach, Dakmar, all (#630)
“It has been said, 'time heals all wounds.' I do not agree. The wounds remain. In time, the mind, protecting its sanity, covers them with scar tissue and the pain lessens, but it is never gone.” ~ Rose F. Kennedy
#635. To: A K A Stone (#632)
Lord Acton
OsamaBinGoldstein posted on 2010-05-25 9:39:59 ET (2 images) Reply Trace
#636. To: FormerLurker, buckeroo (#625)
This thread is closed, pal. IT IS DEBUNKED!!!!!!!!!!!!!!!!!!!!!!!!!!
"So, now I am a liar, a lamebrain and a dimwit." -- buckeroo, circa 2010-07-16 20:04:00 ET
#637. To: A K A Stone (#632)
Yeah just like a screen is structurally weaker when you poke a pencil through it.
#638. To: wudidiz (#636)
#639. To: buckeroo (#637)
"So, now I am a liar, a lamebrain and a dimwit." -- buckeroo, circa 2010-07-16 20:04:00 ET
#640. To: wudidiz, FormerLurker, AGAviator (#639)
Flight Data Recorder Rule Change
#641. To: buckeroo, wudidiz (#640)
"The real deal is this: the ‘royalty’ controlling the court, the ones with the power, the ones with the ability to make a difference, with the ability to change our course, the ones who will live in infamy if we pass the tipping points, are the captains of industry, CEOs in fossil fuel companies such as EXXON/Mobil, automobile manufacturers, utilities, all of the leaders who have placed short-term profit above the fate of the planet and the well-being of our children." - James Hansen
#642. To: buckeroo (#625)
The vintage of manufacture for the 757 used on FLT77 was in 1991. The FLIGHT DECK DOOR field for the 757 was in 1997 or on later models. For ALL fields used in the FDR that are inactive or not enabled, they remain closed or in the off condition.
"The real deal is this: the ‘royalty’ controlling the court, the ones with the power, the ones with the ability to make a difference, with the ability to change our course, the ones who will live in infamy if we pass the tipping points, are the captains of industry, CEOs in fossil fuel companies such as EXXON/Mobil, automobile manufacturers, utilities, all of the leaders who have placed short-term profit above the fate of the planet and the well-being of our children." - James Hansen
#643. To: buckeroo, RickyJ, turtle, FormerLurker, Original_Indent (#604)
(Edited)
Now, why are you calling me "liar" and "lamebrained?"
One of the major consequences of the 9/11 movement has been to draw enormous amounts of energy and effort away from activism directed to real and ongoing crimes of state, and their institutional background, crimes that are far more serious than blowing up the WTC would be, if there were any credibility to that thesis. That is, I suspect, why the 9/11 movement is treated far more tolerantly by centers of power than is the norm for serious critical and activist work....Noam Chomsky
#644. To: FormerLurker (#641)
(Edited)
#645. To: buckeroo (#490)
computer counted ballots are ballots that have been counted in secret, and with all probability not the way one voted.
#646. To: buckeroo (#644)
Sorry... your thread is closed other than mopup.
Lord Acton
OsamaBinGoldstein posted on 2010-05-25 9:39:59 ET (2 images) Reply Trace
#647. To: James Deffenbach (#646)
you keep avoiding and evading my post about what the people who built the towers, or engineered them, had to say about plane crashes and fires, etc.
#648. To: AGAviator (#643)
And the falling section - rotating or not - will also remain within the base footprint.
#649. To: buckeroo (#647)
Who cares about what anyone says now? All the original plans were destroyed in the three buildings. Apparently there is an old relic of a ship just discovered and other debris but the records are gone, pal.
Lord Acton
OsamaBinGoldstein posted on 2010-05-25 9:39:59 ET (2 images) Reply Trace
#650. To: James Deffenbach (#649)
Of course the plans for the buildings were not destroyed in the buildings.
#651. To: AGAviator (#643)
(Edited)
#652. To: buckeroo (#650)
(Edited)
I guess you can goto the hall of records in NYC.
Lord Acton
OsamaBinGoldstein posted on 2010-05-25 9:39:59 ET (2 images) Reply Trace
#653. To: James Deffenbach (#652)
Were all the engineers and architects offices in 7?
#654. To: AGAviator (#518)
computer counted ballots are ballots that have been counted in secret, and with all probability not the way one voted.
#655. To: FormerLurker (#526)
How long did it take the top of the towers to impact the ground, versus how long it would take for an object to drop through thin air from the same height?
computer counted ballots are ballots that have been counted in secret, and with all probability not the way one voted.
#656. To: AAGAviator, all (#653)
#657. To: IRTorqued (#654)
is that why you attack any and all who refuse to buy the government talking points
One of the major consequences of the 9/11 movement has been to draw enormous amounts of energy and effort away from activism directed to real and ongoing crimes of state, and their institutional background, crimes that are far more serious than blowing up the WTC would be, if there were any credibility to that thesis. That is, I suspect, why the 9/11 movement is treated far more tolerantly by centers of power than is the norm for serious critical and activist work....Noam Chomsky
#658. To: buckeroo (#545)
computer counted ballots are ballots that have been counted in secret, and with all probability not the way one voted.
#659. To: RickyJ (#651)
You know nothing about physics,
Go suck the government's tit you good for nothing asshole. You know nothing about physics, you just parrot the stooges working for the government
One of the major consequences of the 9/11 movement has been to draw enormous amounts of energy and effort away from activism directed to real and ongoing crimes of state, and their institutional background, crimes that are far more serious than blowing up the WTC would be, if there were any credibility to that thesis. That is, I suspect, why the 9/11 movement is treated far more tolerantly by centers of power than is the norm for serious critical and activist work....Noam Chomsky
#660. To: AGAviator (#657)
I attack liars who deny the obvious while pushing the exotic, unproven, and unprovable.
computer counted ballots are ballots that have been counted in secret, and with all probability not the way one voted.
#661. To: James Deffenbach, christine, jethro tull, cynicom, buckeroo, ricky J, axxiom, former lurker, all (#652)
#662. To: IRTorqued (#660)
One of the major consequences of the 9/11 movement has been to draw enormous amounts of energy and effort away from activism directed to real and ongoing crimes of state, and their institutional background, crimes that are far more serious than blowing up the WTC would be, if there were any credibility to that thesis. That is, I suspect, why the 9/11 movement is treated far more tolerantly by centers of power than is the norm for serious critical and activist work....Noam Chomsky
#663. To: Original_Intent, FormerLurker, wudidiz (#557)
You're being evasive buckie. I'll bet you looked and found that the Argumentum Ad Hominem you were trying to set up is a loser. Of course it is always a loser to anyone who understands logic. The data is true, not true, or uncertain in three state logic.
computer counted ballots are ballots that have been counted in secret, and with all probability not the way one voted.
#664. To: AGAviator (#662)
computer counted ballots are ballots that have been counted in secret, and with all probability not the way one voted.
#665. To: IRTorqued (#663)
#666. To: AGAviator (#643)
Tw00ferk00ks rebut their own half-baked physics!
"The real deal is this: the ‘royalty’ controlling the court, the ones with the power, the ones with the ability to make a difference, with the ability to change our course, the ones who will live in infamy if we pass the tipping points, are the captains of industry, CEOs in fossil fuel companies such as EXXON/Mobil, automobile manufacturers, utilities, all of the leaders who have placed short-term profit above the fate of the planet and the well-being of our children." - James Hansen
#667. To: AGAviator (#659)
The extent of your physics knowledge, internet jerkwad.
"The real deal is this: the ‘royalty’ controlling the court, the ones with the power, the ones with the ability to make a difference, with the ability to change our course, the ones who will live in infamy if we pass the tipping points, are the captains of industry, CEOs in fossil fuel companies such as EXXON/Mobil, automobile manufacturers, utilities, all of the leaders who have placed short-term profit above the fate of the planet and the well-being of our children." - James Hansen
#668. To: IRTorqued (#655)
that would require fact-based research and ag and the rest of his pals of the liar movement are factaphobics.
"The real deal is this: the ‘royalty’ controlling the court, the ones with the power, the ones with the ability to make a difference, with the ability to change our course, the ones who will live in infamy if we pass the tipping points, are the captains of industry, CEOs in fossil fuel companies such as EXXON/Mobil, automobile manufacturers, utilities, all of the leaders who have placed short-term profit above the fate of the planet and the well-being of our children." - James Hansen
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