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Title: How 9/11 Was Done
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URL Source: http://physics911.net/how-911-was-done/
Published: Sep 3, 2012
Author: http://physics911.net/how-911-was-done/
Post Date: 2012-09-03 14:09:24 by tom007
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Views: 19378
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How 9/11 Was Done For additional notes see the accompanying blog 911notes.blogspot.com. Prologue Read the following two screens of text to learn what happened at 9/11. 9/11 was a master plot, concocted by a handfull of Israelis and dual passport Americans and carried out by the resources of the Mossad. Larry Silverstein leases a nearly worthless dinosaur WTC building complex (worthless due to the asbestos the buildings were stuffed with and needed to be cleaned up, the cost of which may have rivaled the value of the buildings themselves) weeks before 9/11, makes sure it is over insured against terrorist acts and hires an Israeli security firm. From that moment on the coast is clear to let a team of demolition experts from the Israeli army led by Peer Segalovitz into the WTC buildings. These charges plus detonators had been prepared at the premises of the Urban Moving Systems company, a Mossad front. During the weeks before 9/11 these prepared charges were loaded into vans, driven into the basements of WTC Twin Towers next to the elevator shaft, unloaded into the elevator, and lifted onto the roof of the elevator through the opening in the elevator ceiling. Next the elevator moved from floor to floor while charges where being attached to the columns as displayed in this video from 0:22 onwards. The detonators of these charges were radiographic controlled and finally detonated from WTC7 on the day of 9/11. Fast backward, Hamburg 54 Marienstrasse, july 2000, 22:40. Mohamed Atta, Al Shehhi and Jarrah (who were later blamed of being the pilots of flight 11, 175 and 93 respectively), who share the apartment hear the ringing of the door bell. Jarrah opens the door, 5 masked men make their way into the apartment with drawn pistols. The 3 Arabs are forced to lay on the ground. Their passports are confiscated, next the 3 men are made unconscious with some liquid and strangled to death afterwards. The bodies are carried out of the apartment into a van and driven off towards a desolate spot at the boarding of the Elbe river outside Hamburg, 1 kilometer north of Borstel and disposed of into the river with a bag filled with stones tied to their feet. The 3 passports are now in the possession of the agents of the Mossad, who carried out the raid on the apartment and 3 Arabs have vanished without anybody knowing that they are dead. Not long after the raid the 3 passports are given to 3 Israeli agents who were selected on having some resemblance with the 3 Arabs just killed. They make for America soon afterwards in the summer of 2000 and start laying a trail at flight schools, posing with the stolen identities from the 3 Arabs killed. Years earlier the israeli Michael Goff working for PTech, an Arab owned software company that develops key enterprise software for many government institutions like NORAD and FAA, using his secure channel with another israeli Amit Yoran, somehow manages to give Israeli army computer programmers access to this critical computer code. It was due to this manipulation that the hijackings on 9/11 remained unnoticed by the flight controller of NORAD. Once this was in place the planes could be taken over by remote control and flown into the World Trade Center. The hijacking of airliners by remote control had been tested as a dress rehearsal for 9/11 on the Egypt Air flight 990 that crashed into the Atlantic on October 31, 1999. Now everything was in place to commit the crime of the century. On the day of 9/11 the Israeli stand-ins for the ‘Arab hijackers’ showed up at the predestined departure airports to make sure they were captured on surveillance camera’s. The crucial point here is that the security at both the departure airports was in hands of an Israeli firm Huntleigh-USA, a subsidiary of the Dutch based but Israeli owned ICTS led by a fellow named Menahem Atzmon. And this is crucial: Atzmon used to be a colleague of Olmert in 1998. So there you have the link between the 9/11 operative level (an airport security firm) and the highest level of Israeli politics. What happened on the morning of 9/11 was that after the Israeli stand-ins were captured on camera, they left the airport via a side entrance and the show could begin. Minutes after the planes became air born somebody somehow was able to send a signal to the planes, causing the control panels to be disabled and the flight destination altered. What happened was that an anti-hijack system was activated (code word ‘home run’) and the regular pilot was put out of control. This pilot will probably have tried frantically to regain control of his aircraft. It is not very likely he will have told his passengers about the new situation since that would only cause panic. The passengers probably suspected nothing and hence had no reason to make any phone calls to their relatives (which were not possible anyway). And while the 9/11 passengers unsuspecting travel towards their immanent deaths, on the ground from a war room Israeli agents carry out phone calls to relatives of the passengers that were still in the air, using voice morphing technology and caller-ID spoofing and thus planted the Arabs-did-it-deception in the public consciousness. The sound samples necessary to carry out the fake telephone calls had been obtained via the israeli infiltration of American telephone networks by Israeli firms like Amdocs and Verint. By the time that the passengers were puzzled as they discerned the New York sky line it was already too late. Meanwhile on the other side of the Hudson river the members of the Israeli team that planted the demolition charges were waiting for things to happen. And while the rest of New York experienced in horror the events that were unfolding that day, the demolition experts were celebrating and high-fiving. The plot had worked out magnificently. *** Please save this page to your local hard drive *** This blog is the verbal expression of an adaptive learning process. Please come back regularly. Core Argument Ok, I admit. Some elements in this story are speculative. I do not know for instance if Atta was killed in Germany or in America. But the story is an coherent educated speculation. It is an attempt to reconstruct the events of 9/11. Myriads of web sites exist that expose the inconsistencies in the official story, that obviously is a fraud. This story offers an integral explanation of what could have happened and in all likelihood more or less did happen at 9/11 as there can be hardly any doubt about who was behind 9/11 if one rejects the official story. Some elements remain vague, like what happened exactly to WTC7, flight77, flight93 or Mohamed Atta. But these questions are of academic interest only. It’s clear who was behind 9/11 and what happened in detail with WTC-1/2 and the planes. That is enough. Here’s where most people got killed. The rest of the plot can be uncovered by a tribunal. In order to prevent that you get swallowed up by yet another 10 meters of screen text here is the core of the argument. The story is based on 2 broadly accepted postulates: 1) WTC was brought down by controlled demolition 2) The ‘dancing Israelis’ on the morning of 9/11 had foreknowledge of things to come These 2 premises are enough to put the Official Conspiracy Theory (Arabs did it) out of business. Premise 2 leads to the preliminary conclusion that the Israelis had foreknowledge because they organized the attacks themselves. Since Israelis are not known to commit suicide attacks we have to assume that the airplanes that crashed into their destinations were remote controlled. If one accepts this as a working hypothesis than there is a lot, I mean really a lot, of material that supports this Israeli Conspiracy Theory that replaces the official Arab Conspiracy Theory. We have the dedicated Zionist Silverstein who leases the WTC complex and over insures it against terrorism (leading to a hansom profit); we know that security at all departure airports and ‘arrival airports’ (WTC) was in Israeli hands (Huntleigh-USA and Kroll Associates, resp.); we know that the owner of Huntleigh-USA, Menachem Atzmon, a convicted criminal, had strong ties to Ehud Olmert, that is the highest level of Israeli politics; we also know that the Israeli secret service can eavesdrop on virtually everybody in the USA via Israeli owned companies like Amdocs and Verint which gave the Mossad the possibility to obtain sound samples of future 9/11 passengers to apply voice morphing to in order to make the fake phone calls on 9/11. And of course there is Dov Zakheim, the real mastermind of 9/11 who was CEO of SPC for 4 years prior to 9/11, a company that produces systems for remote control of airplanes. The same Zakheim that was a member of the Zionist dominated PNAC group, that more or less plotted for a global American empire, and suggested that a ‘New Pearl Harbor‘ (page 51) could speed things up a bit; and finally the same Zakheim that 6 months before 9/11 became supervisor of a group of Pentagon comptrollers that had to sort out what had happened to the 2.3 trillion dollars that were missing from the Pentagon books; many of these comptrollers conveniently got killed on 9/11 and much of the financial data went with them. This is the core of the story. Note: I am not claiming that 9/11 is solved. Of this however we can be certain: WTC controlled demolition, Israelis carried out the operation, no Arab hijackers, mastermind Zakheim, motive PNAC & Clean Break and remote control. I do not care about flight77 or 93, those are details to be solved by crime investigators. The most pressing question is that of remote control: how was that done? Were the original flights 11 and 175 remote controlled themselves or was there a plane swap as some have suggested, including Bollyn? Disclaimer: nobody is guilty until convicted by a court of law. This blog’s intent is to stimulate thinking about 9/11 from a different angle than the official one. From day one the blame has been put at bin Laden and his people without real evidence. Today bin Laden is no longer persecuted for 9/11 according to the FBI website. The theory proposed here might be true or false or contain some truth. In the end it must be an official investigation that determines who is guilty and who is not. This blog is dedicated to Italian ex-president Cossiga who is the highest ranking statesman to date who has openly stated that it was the Mossad who has carried out the 9/11 attacks.
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#297. To: RickyJ, *9-11* (#293)
There are people who've said they were there and did not see or hear a plane or just heard an explosion. One of them can be heard in a breaking news interview at the start of the video here: September 11, 2001 - As It Happened - The South Tower Attack People who believe remote control was likely used that day shouldn't have difficulty with considering electronic signal jamming during acts of War, which 9/11 was against America. That wouldn't have to be for longer than a few seconds before the Tower explosions to interrupt camera equipment and cellphones from filming in the area. ------- "They're on our left, they're on our right, they're in front of us, they're behind us...they can't get away this time." -- Col. Puller, USMC
On the issue of different plane trajectories, the video above at #297 has MSM newsclips of different smoke trajectories as well. For comparison, a plane image can be seen flying in from the right side of the screen and leftward towards the South Tower in two broadcasts. In one it flies right to left over the water towards the South Tower through a clear sky, with smoke from the North Tower moving away from it towards the left of the screen. In another broadcast, the plane image is still moving right to left towards the South Tower but the smoke is moving over it towards the right side of the screen. On wake vortex, an example of that can be seen in the movie, Hamburger Hill. ------- "They're on our left, they're on our right, they're in front of us, they're behind us...they can't get away this time." -- Col. Puller, USMC
There is no sense talking about this anymore. There is not enough evidence to say there were no planes, you have to stretch the limits of technology and people control too far for that to be a serious consideration. The easy way is just to crash the planes into the buildings for real, which is more than likely exactly what they did. I won't be commenting on this again. I have wasted far too much of my time talking about it already.
God is always good!
Some excerpts from: The Comment section of: 9-11 Airplane Affidavit By John Lear, Son Of Learjet Inventor We Have Some Holes in the Plane Stories Monday, March 27th, 2006 The two American Airlines Boeing 767s in question—tail numbers N334AA and N644AA—were deregistered January 14, 2002, but without evidence they were involved in the alleged flights. The two United Airlines aircraft that allegedly crashed that day—tail number N612UA for Flight 175 and N591UA for Flight 93—were deregistered four years later on September 28, 2005, despite a requirement that destroyed aircraft be deregistered within 24 hours. the [Pentagon] aircraft performed an acrobatic 270 degree (or 330 degree according to The 9/11 Commission Report) dive from 7,000 feet (an altitude known to the FAA despite the transponder off) Reported altitude with transponder off...would you care to give your opinion on that anomaly, FL? 9-11 Commission Report: The Most Ridiculous Conspiracy Theory Of All Time - State of the Nation 2012 ------- "They're on our left, they're on our right, they're in front of us, they're behind us...they can't get away this time." -- Col. Puller, USMC
Only in your head, Ricky, because you underestimate the ease at which the population is controlled and overestimate the amount of work and people involved to fool enough people like you that there were planes. More bullshit. 9/11 Airplane Affidavit By John Lear, Son Of Learjet Inventor 0 By John Rolls Jerry V. Leaphart #jl4468 Jerry V. Leaphart & Assoc., P.C. 8 West Street, Suite 203 Danbury, CT 06810 (203) 825-6265 – phone (203) 825-6256 – fax jsleaphart@cs.com UNITED STATES DISTRICT COURT SOUTHERN DISTRICT OF NEW YORK DR. MORGAN REYNOLDS, on behalf of : The United States of America : Plaintiff, : ECF CASE vs. : : 07 CIV 4612 (GBD) SCIENCE APPLICATIONS : INTERNATIONAL CORP., et al : January 28, 2008 Defendants. : AFFIDAVIT STATE OF NEVADA : COUNTY OF CLARK : JOHN LEAR, of full age, being duly sworn, deposes and says: I. 1. I am 65 years of age, a retired airline captain and former CIA pilot with over 19,000 hours of flight time, over 11,000 of which are in command of 3 or 4 engine jet transports, have flown over 100 different types of aircraft in 60 different countries around the world. I retired in 2001 after 40 years of flying. 2. I am the son of Learjet inventor, Bill Lear, and hold more FAA airman certificates than any other FAA certificated airman. These include the Airline Transport Pilot certificate with 23 type ratings, Flight Instructor, Flight Engineer, Flight Navigator, Ground Instructor, Aircraft Dispatcher, Control Tower Operator and Parachute Rigger. 3. I flew secret missions for the CIA in Southeast Asia, Eastern Europe, the Middle East and Africa between 1967 and 1983. 4. During the last 17 years of my career I worked for several passenger and cargo airlines as Captain, Check Airman and Instructor. I was certificated by the FAA as a North Atlantic (MNPS) Check Airman. I have extensive experience as command pilot and instructor in the Boeing 707, Douglas DC-8 and Lockheed L-1011. 5. I checked out as Captain on a Boeing 707 in 1973 and Captain on the Lockheed L-1011 in 1985. 6. I hold 17 world records including Speed Around the World in a Lear Jet Model 24 set in 1966 and was presented the PATCO (Professional Air Traffic Controller's Association) award for Outstanding Airmanship in 1968. I am a Senior Vice-Commander of the China Post 1, the American 2 Legions Post for "Soldiers of Fortune", a 24 year member of the Special Operations Association and member of Pilotfor911truth.org. 7. I have 4 daughters, 3 grandchildren and live with my wife of 37 years, Las Vegas business woman Marilee Lear in Las Vegas, Nevada. II. 8. No Boeing 767 airliners hit the Twin Towers as fraudulently alleged by the government, media, NIST and its contractors. Such crashes did not occur because they are physically impossible as depicted for the following reasons: A. In the case of UAL 175 going into the south tower, a real Boeing 767 would have begun 'telescoping' when the nose hit the 14 inch steel columns which are 39 inches on center. The vertical and horizontal tail would have instantaneously separated from the aircraft, hit the steel box columns and fallen to the ground. B. The engines when impacting the steel columns would have maintained their general shape and either fallen to the ground or been recovered in the debris of the collapsed building. One alleged engine part was found on Murray Street but there should be three other engine cores weighing over 9000 pounds each. Normal operating temperatures for these engines are 650°C so they could not possibly have burned up. This is a photo of a similar sized engine from a McDonnell-Douglas MD-11 which impacted the ocean at a high rate of speed. You can see that the engine remains generally intact.(photo, www.cbsnews.com/stories/2003/03/27/world/main546355. shtml) 3 C. When and if the nose of an airplane came in contact with the buildings 14 inch by 14 inch steel box columns and then, 37 feet beyond, the steel box columns of the building core the momentum of the wings would have slowed drastically depriving them of the energy to penetrate the exterior steel box columns. The spars of the wing, which extend outward, could not possibly have penetrated the 14 inch by 14 inch steel box columns placed 39 inches on center and would have crashed to the ground. D. The argument that the energy of the mass of the Boeing 767 at a speed of 540 mph fails because: a. No Boeing 767 could attain that speed at 1000 feet above sea level because of parasite drag which doubles with velocity and parasite power which cubes with velocity. b. The fan portion of the engine is not designed to accept the volume of dense air at that altitude and speed. E. The piece of alleged external fuselage containing 3 or 4 window cutouts is inconsistent with an airplane that hit 14 inch steel box columns, placed 39 inches in center, at over 500 mph. This 4 fuselage section would be telescopically crumpled had it actually penetrated the building as depicted in the CNN video. It is impossible for it to have then re-emerged from the building and then fallen intact and unburned as depicted. F. The Purdue video fails because no significant part of the Boeing 767 or engine thereon could have penetrated the 14 inch steel columns and 37 feet beyond the massive core of the tower without part of it falling to the ground. The Purdue video misrepresents the construction of the core of the building and depicts unidentified parts of the airplane snapping the core columns which were 12"x36". The Purdue video also misrepresents what would happen to the tail when the alleged fuselage contacted the core. The tail would instantaneously separate from the empennage (aft fuselage). Further, the Purdue video misrepresents, indeed it fails to show, the wing box or center section of the wing in the collision with the core. The wing box is a very strong unit designed to hold the wings together and is an integral portion of the fuselage. The wing box is designed to help distribute the loads of the wings up-and-down flexing in flight. 5 G. My analysis of the alleged cutout made by the Boeing 767 shows that many of the 14-inch exterior steel box columns which are shown as severed horizontally, do not match up with the position of the wings. Further, several of the columns through which the horizontal tail allegedly disappeared are not severed or broken. In addition, the wing tips of the Boeing 767 being of less robust construction than the inner portions of the wings could not possibly have made the cookie-cutter pattern as shown in the aftermath photos. The wing tips would have been stopped by the 14 inch steel box columns and fallen to the ground. H. The debris of the Boeing 767, as found after the collapse, was not consistent with actual debris had there really been a crash. Massive forgings, spars from both the wing and horizontal and vertical stabilizers, landing gear retract cylinders, landing gear struts, hydraulic reservoirs and bogeys oxygen bottles, a massive keel beam, bulkheads and the wing box itself cold not possibly have 'evaporated' even in a high intensity fire. The debris of the collapse should have contained massive sections of the Boeing 767, including 3 engine cores weighing approximately 9000 pounds apiece which could not have been hidden. Yet there is no evidence of any of these massive structural components from either 767 at the WTC. Such complete disappearance of 767s is impossible. III. 9. My opinion, based on extensive flight experience both as captain and instructor in large 3 and 4 engine aircraft is that it would have been impossible for an alleged hijacker with little or no time in the Boeing 767 to have taken over, then flown a Boeing 767 at high speed, descending to below 1000 feet above mean sea level and flown a course to impact the twin towers at high speed for these reasons: 6 A. As soon as the alleged hijackers sat in the pilots seat of the Boeing 767 they would be looking at an EFIS (Electronic Flight Instrumentation System) display panel comprised of six large multi-mode LCDs interspersed with clusters of 'hard' instruments. These displays process the raw aircraft system and flight data into an integrated picture of the aircraft situation, position and progress, not only in the horizontal and vertical dimensions, but also with regard to time and speed as well. Had they murdered the pilot with a box knife as alleged there would be blood all over the seat, the controls, the center pedestal, the instrument panel and floor of the cockpit. The hijacker would have had to remove the dead pilot from his seat which means he would have had electrically or manually place the seat in its rearmost position and then lifted the murdered pilot from his seat, further distributing blood, making the controls including the throttles wet, sticky and difficult to hold onto. Even on a clear day a novice pilot would be wholly incapable of taking control and turning a Boeing 767 towards New York because of his total lack of experience and situational awareness under these conditions. The alleged hijackers were not 'instrument rated' and controlled high altitude flight requires experience in constantly referring to and cross-checking attitude, altitude and speed instruments. Using the distant horizon to fly 'visually' under controlled conditions is virtually impossible particularly at the cruising speed of the Boeing 767 of .80 Mach. The alleged 'controlled' descent into New York on a relatively straight course by a novice pilot in unlikely in the extreme because of the difficulty of controlling heading, descent rate and descent speed within the parameters of 'controlled' flight. Its takes a highly skilled pilot to interpret the "EFIS" (Electronic Flight Instrument Display) display, with which none of the hijacker pilots would have been familiar or received training on, and use his controls, including the ailerons, rudder, elevators, spoilers and throttles to effect, control and maintain a descent. The Boeing 767 does not fly itself nor does it automatically correct any misuse of the controls. 7 B. As soon as the speed of the aircraft went above 360 knots (=414 mph) indicated airspeed a "clacker" would have sounded in the cockpit. The 'clacker' is a loud clacking sound, designed to be irritating, to instantly get the attention of the pilot that he is exceeding the FAA-authorized speed of the aircraft. The clacker had no circuit breaker on September 11, 2001 although it does now simply because one or more accidents were caused, in part, by the inability to silence the clacker which made decision, tempered with reasoning, impossible because of the noise and distraction. C. Assuming, however, that the alleged hijacker was able to navigate into a position to approach the WTC tower at a speed of approximately 790 feet per second the alleged hijacker would have about 67 seconds to navigate the last 10 miles. During that 67 seconds the pilot would have to line up perfectly with a 208 ft. wide target (the tower) and stay lined up with the clacker clacking plus the tremendous air noise against the windshield and the bucking bronco-like airplane, exceeding the Boeing 767 maximum stability limits and encountering early morning turbulence caused by rising irregular currents of air. He would also have to control his altitude with a high degree of precision and at the alleged speeds would be extremely difficult. In addition to this the control, although hydraulically boosted, would be very stiff. Just the slightest control movements would have sent the airplane up or down at thousands of feet a minute. To propose that an alleged hijacker with limited experience could get a Boeing 767 lined up with a 208 foot wide target and keep it lined up and hold his altitude at exactly 800 feet while being aurally bombarded with the clacker is beyond the realm of possibility. [NIST claims a descent from horizontal angle of 10.6 degrees for AA11 at impact and 6 degrees for UA175; see page 276 of 462 in NCSTAR 1-2]. That an alleged hijacker could overcome all of these difficulties and hit a 208 foot wide building dead center at the north tower and 23 feet east of dead center at the south tower is simply not possible. At the peak of my proficiency as a pilot I know that I could not have done it on the first pass. And for two alleged hijackers, with limited 8 experience to have hit the twin towers dead center on September 11, 2001 is total fiction. It could not happen. IV. 10. No Boeing 767 airliner(s) exceeded 500 mph in level flight at approximately 1000 feet on 9/11 as fraudulently alleged by the government, media, NIST and its contractors because they are incapable of such speeds at low altitude. 11. One of the critical issues of the 'impossible' speeds of the aircraft hitting the World Trade Center Towers alleged by NIST as 443 mph (385 kts. M.6, American Airlines Flight 11) and 542 mph (470 kts. M.75, United Airlines 175) is that the VD or dive velocity of the Boeing 767 as certificated by the Federal Aviation under 14 CFR Part 25 Airworthiness Standards; Transport Category Transports of 420 kts CAS (Calibrated Air Speed) makes these speeds achievable. This is unlikely. 12. The 'Dive Velocity' VD is 420 knots CAS (calibrated airspeed)(483 mph). Some allege that this speed, 420 knots (483 mph) is near enough to the NIST alleged speeds that the NIST speeds 443 (385 kts.) mph and 542 mph (471 kts.), could have been flown by the alleged hijackers and are probably correct. 9 13. In fact VD of 420 knots (483 mph) is a speed that is a maximum for certification under 14 CFR Part 25.253 High Speed Characteristics and has not only not necessarily been achieved but is far above VFC (390 kts. 450 mph) which is the maximum speed at which stability characteristics must be demonstrated.(14 CFR 25.253 (b). 14. What this means is not only was VD not necessarily achieved but even if it was, it was achieved in a DIVE demonstrating controllability considerably above VFC which is the maximum speed under which stability characteristics must be demonstrated. Further, that as the alleged speed is considerably above VFC for which stability characteristics must be met, a hijacker who is not an experienced test pilot would have considerable difficulty in controlling the airplane, similar to flying a bucking bronco, much less hitting a 208 foot target dead center, at 800 feet altitude (above mean sea level) at the alleged speed. 15. Now to determine whether or not a Boeing 757 or Boeing 767 could even attain 540 miles per hour at 800 feet we have to first consider what the drag versus the power ratio is. Drag is the effect of the air pushing against the frontal areas of the fuselage and wing and horizontal and vertical stabilizers. Drag also includes the friction that is a result of the air flowing over these surfaces. If there was no drag you could go very fast. But we do have drag and there are 2 types: induced and parasite. Assume we are going 10 really fast as NIST and the defendants claim, then we don't have to consider induced drag because induced drag is caused by lift and varies inversely as the square of the airspeed. What this means is the faster you go the lower the induced drag. What we do have to consider is parasite drag. Parasite drag is any drag produced that is not induced drag. Parasite drag is technically called 'form and friction' drag. It includes the air pushing against the entire airplane including the engines, as the engines try to push the entire airplane through the air. 16. We have two other things to consider: induced power and parasite power. Induced power varies inversely with velocity so we don't have to consider that because we are already going fast by assumption and it varies inversely. Parasite power however varies as the cube of the velocity which means to double the speed you have to cube or have three times the power. 17. So taking these four factors into consideration we are only concerned with two: parasite power and parasite drag, and if all other factors are constant, and you are level at 800 feet and making no turns, the parasite drag varies with the square of the velocity but parasite power varies as the cube of the velocity. What this means is at double the speed, drag doubles and the power required to maintain such speed, triples. The airspeed limitation for the Boeing 767 below approximately 23,000 feet is 360 kts [414 mph] or what they call VMO (velocity maximum operating). 11 That means that the maximum permissible speed of the Boeing 767 below 23,000 feet is 360 knots and it is safe to operate the airplane at that speed but not faster. 18. While the Boeing 767 can fly faster and has been flown faster during flight test it is only done so within carefully planned flight test programs. We can safely infer that most commercial 767 pilots have never exceeded 360 knots indicated air speed below 23,000 feet. 19. The alleged NIST speed of 443 mph (385 kts,) for American Airlines Flight 11 would be technically achievable. However the NIST speed of 542 mph (470 kts) for United Airlines Flight 175 which is 50 kts. above VD is not commensurate with and/or possible considering: (1) the power available,* ** (2) parasite drag (NAVAIR 00-80T-80 Aerodynamics for Naval Aviators (3) parasite power (NAVAIR 00-80T-80 Aerodynamics for Naval Aviators (4) the controllability by a pilot with limited experience. 14 CFR Part 25.253 (a)(b) * www.ntsb.gov/ntsb/GenPDF.asp?id=DCA01MA063&rpt=fa ** www.content.airbusworld.c...DF-tcds/PW/PW4000_FAA.pdf 20. Therefore the speed of the aircraft, that hit the World Trade Center, as represented by NIST, particularly that of United Airlines Flight 175 is fraudulent and could not have occurred. 12 21. One more consideration is the impossibility of the PW4062 turbofan engines to operate in dense air at sea level altitude at high speed. The Boeing 767 was designed to fly at high altitudes at a maximum Mach of .86 or 86/100ths the speed of sound. This maximum speed is called MMO, (Maximum Mach Operating). Its normal cruise speed, however, is Mach .80 (about 530 mph) or less, for better fuel economy. (The speed of sound at 35,000 feet is 663 mph so 530 mph is Mach .7998 see www.grc.nasa.gov/WWW/K-12/airplane/sound.html.) The fan tip diameter of the PW4062 which powered UAL 175 was 94 inches, over 7 feet in diameter making it, essentially a huge propeller. This huge fan compresses enormous amount of air during takeoff to produce the thrust necessary to get the airplane off of the ground and into the air. At high altitudes, in cruise, where the air is much thinner and where the engines are designed to fly at most of the time, the fan and turbine sections are designed to efficiently accept enormous amounts of this thin air and produce an enormous amount of thrust. But at low altitudes, in much denser air, such as one thousand feet, where the air is over 3x as dense as at 35,000 feet, going much faster than Vmo or 360 knots, the air is going to start jamming up in the engine simply because a turbofan engine is not designed to take the enormous quantities of dense air at high speed, low altitude flight. Because of the much denser air the fan blades will be jammed with so much air they will start cavitating or choking causing the engines to start spitting air back out the front. The turbofan tip diameter is over 7 feet; it simply cannot accept that much dense air, at that rate, because they aren't designed to. So achieving an airspeed much over its Vmo which is 360 knots isn't going to be possible coupled with the fact that because the parasite drag increases as the square of the speed and the power 13 required increases as the cube of the speed you are not going to be able to get the speed with the thrust (power) available. It can be argued that modern aerodynamic principles hold that if an aircraft can fly at 35,000 ft altitude at 540 mph (~Mach 0.8), and for a given speed, both engine thrust and airframe drag vary approximately in proportion to air density (altitude), that the engine can produce enough thrust to fly 540 mph at 800 ft. altitude. That argument fails because although the engine might be theoretically capable of producing that amount of thrust, the real question is can that amount of thrust be extracted from it at 540 mph at 800 ft. 22, To propose that a Boeing 767 airliner exceeded its designed limit speed of 360 knots by 127 mph to fly through the air at 540 mph is simply not possible. It is not possible because of the thrust required and it's not possible because of the engine fan design which precludes accepting the amount of dense air being forced into it. 23. I am informed that the lawsuit for which this affidavit is intended is in its preliminary, pre-discovery phase. I am further informed that actual eyewitness statements cast considerable doubt on the jetliner crash claims, irrespective of the media-driven impression that there were lots of witnesses. In fact, the witnesses tend, on balance, to confirm there were no jetliner crashes. I am also informed that information that will enable further refinement of the issues addressed in this affidavit will be forthcoming in discovery including, without limitation, the opportunity to 14 take depositions and to request relevant documentation (additional information). When that additional information is obtained, I will then be in a position to offer such other and further opinions as, upon analysis, that additional information will mandate. 24. At this stage, it cannot properly be assumed, much less asserted as factual, that wide-body jetliners crashed into the then Twin Towers of the WTC. Any declaration that such events occurred must be deemed false and fraudulently asserted, video images notwithstanding. Notes: 1. On any chart plotting velocity versus either drag or thrust required or power required the parasite value rises sharply after 300 kts, 2. On any chart plotting velocity versus thrust or power required the curves rises sharply after 250 kts. 3. On any chart plotting velocity versus thrust required at sea level, the curve rises dramatically above 200 kts as does the curve for power required. I swear the above statements to be true to the best of my knowledge. _/s/ John Olsen Lear___________ John Olsen Lear 1414 N. Hollywood Blvd. Las Vegas, NV 89110-2006 Subscribed and Sworn to before me this 24 day of January 2008. /s/ Connie Jones______________ Notary Public/Appt Exp. 11/22/09 Certificate #94-2650-1 15 This is the page for the Boeing 767-200 Type Data Certificate information from which was used in this affidavit: http://. This is the page that shows how dive tests are conducted: www.flightsimaviation.com/data/FARS/part_25-335.html This is the page for the type data certificate for the engines used on UAL175 www.content.airbusworld.c...DF-tcds/PW/PW4000_FAA.pdf This is the page that shows the type of engine used on the MD-11 that crashed into the ocean. (photo attached) www.bst.gc.ca/en/reports/.../01factual/rep1_06_01.asp 16 PICTURES AND ARTICLE HERE: Such a statement is what logicians call a falsifiable hypothesis because it can be shown to be either true or not true. It is an assertion that is readily testable, and relies on well-known engineering specifications for verification. To date, I have seen no one refute it, and to me at least it is one of the enduring mysteries that really stands out when I contemplate the years of arguments that have unfolded in the wake of the events of 9-11. Your mileage may vary, as they say. Also worthy of contemplation are the many analyses of the plane videos on that day. They have notable discontinuities and irregularities that defy explanation. I really don't know what to make of all this, but the rabbit hole, as all of you know who have suited up and dived into that declivity, is very deep indeed. It scares the crap outta me to think about it. Personally, I leave this aspect of the topic alone when discussing it with regular folks, because it causes them to back away slowly checking as they go to see if there are any blunt weapons within my reach. Nevertheless, people are really beginning to realize the magnitude of the deceptions perpetrated on that day, much as they have slowly come to accept the understanding that there is more than one ass in an assassination, and that JFK was not murdered by one man alone. I try not to scare them off. There are many other inconsistencies and problems with the Warren . . . er 911 Commission's conclusions and the leaky conventional 911 story. From the unlikely tale of the "hijackers" identity and behavior to the demolitions of three buildings - these things don't hang together and the logical discontinuities in the conventional narrative get people to think. I tend to stay away from this topic, but these facts (as presented for example by Lear) will also have to be dealt with in time. And I believe that in time they will be. This person firstly tries to cow all readers with his "accomplishments". Utterly amazing that the government never called him as an expert witness, unless of course they suspected he was a bit of a bullshit artist. Stating opinions against visual facts is asinine.
I do not know what happened that day, Cyni. You would do me a great service, sir, if you would kindly disprove this assertion: No Boeing 767 could attain that speed [540 mph] at 1000 feet. Check fully authenticated by crew and black box that a B707 flew on its back and in vertical dive that exceeded ALL parameters of the aircraft, full load of passengers, yet it landed safely. I would have to revisit the accident report to see what the highest speed attained was. Secondly and most importantly, I suspect the aircraft NEVER REACHED THAT SPEED. He did not say it ever did, just that it was impossible. That in no way proves or disproves what we saw happen. This part really floors anyone that ever spent any time in aviation.... 8. No Boeing 767 airliners hit the Twin Towers as fraudulently alleged by the government, media, NIST and its contractors. Such crashes did not occur because they are physically impossible as depicted for the following reasons: For one that is a self proclaimed expert, note he claims no aeronautical education at all, zip in education, something that is rather odd. I read his claim long ago and few people bought into it.
One has to use caution when reading self styled experts that "flew secret missions for the CIA". This update on John Lear is but a few days olde. John Lear 3 Dumbest Dark Side of the Moon Conspiracy Theories Posted by Harrison Preston in September 4th, 2012 Posted in: Conspiracy Theories Tags: dark side of the moon, john lear, karl wolf, moon base, moon conspiracies In the acclaimed book “A Culture of Conspiracy: Apocalyptic Visions in Contemporary America”, author Michael Barkun, professor emeritus of political science at Syracuse University, states there are three types of conspiracy theories: Event conspiracies, Systemic conspiracies and Superconspiracies (1). We believe there is a fourth type of conspiracy theory that professor Barkun may have overlooked in his otherwise excellent publication; the “Plain Dumb” conspiracy. There are a large number of conspiracies that fall in to this category, but what some people believe is happening on the dark side of the moon has to be seen to be believed. John Lear, the son of Bill Lear of “Lear Jet” fame, has claimed a number of startling and ridiculous “facts” about the dark side of the moon. John says there is a civilization of humans living there, breathing air in a region covered with lakes, rivers, forests and snow-capped mountain ranges! Furthermore, he believes the moon was towed into position by a “large” space ship, primarily to help jumpstart our fledgling civilization.
I have no more first hand knowledge of what a 707B did on its back during testing that I have of what Marilyn Monroe did on hers during the course of her career. But this does not answer the question about 767s. (707s were built to dual purpose civilian/military specs.) It is also important to know how fast whatever aircraft that hit the WTC/Pentagon were flying when they hit. There's a question that seems like it should be readily settled but is fraught with technical complications. Here's what one poster said on a thread at a site where the technical considerations are examined at a level somewhat beyond what we're doing here as most of posters have relevant qualifications: Trust me on this...the aviation aspects of the events on 9/11 are a very complex, intertwined, multilayered set of events that are partially simultaneous...and ALL events are affected by the intricacies of TIME...or...what happened when...and what else happened at that time...and what happened earlier...and what happened later. Its a FOURTH DIMENSION NIGHTMARE...to try and figure all of this out...and we are only about 10% of the way there. http://911blogger.com/news/2010-06-24/nasa-flight-director-confirms-911- aircraft-speed-improbable Trying to get hold of what happened on the day in question by focusing on the aircraft is kind of like attempting to capture a tiger by grabbing it by the tail. You are likely to suffer minor bites and scratches. I try to avoid going there. above sea level because of parasite drag which doubles with velocity and parasite power which cubes with velocity. b. The fan portion of the engine is not designed to accept the volume of dense air at that altitude and speed. The man's got a good point here. But what does he know?? randge... John Lear is a crackpot, what he states as facts are from his mind, whether correct or not I have no idea. Of course, there are a dozen people that have seen the dark side of the moon AND SAW NOTHING. But John Lear because he flew "secret missions" for the CIA can state without doubt that there are humans on the moon"... OK John, whatever.
The questions raised have nothing whatever to do logically with who raised them. Some questions still demand answers, no matter who may bring them up and whatever other crazed fantasies they cherish. Let's leave the ad hominems. We got enough to keep us busy here without them. Surely you jest???? No one paid any attention to Lear FOR A REASON. Flying secret missions for the CIA is not a qualifier. I believe it has been four years now and no one has bothered to address his assertions, whether it be for or against. I suspect if indeed all of which he asserts were true that hundreds of pilots and engineers would have lined up in support????????? All of his opinions are above my pay grade so I cannot refute anything. However when something does not pass the smell test, I pay attention. HE claims the men that have seen the back side of the moon ARE WRONG, they did not see what they saw, akin to what millions saw on live TV and they are all wrong. I stand by the flying telephone poles. Later I will dummy up a resume that PROVES I know what I am talking about.
Forget Lear. Listen to what pilots have to say that have time in these aircraft (toward the end of this video). SPEED - Scene from "9/11: WORLD TRADE CENTER ATTACK" by PilotsFor911Truth 2 years ago What???? Forget Lear????? Good heavens no. He was presented as some kind of expert by wudidiz. I even took time to read his resume, written by him. Did you know he even is connected to the cure for AIDS? Anyone that would try to read his self written life history, would quit in disgust and disbelief. wud needs to present more credible views than a widely known crackpot.
Listen to what PILOTS have to say that have time in these aircraft (toward the end of this video). SPEED - Scene from "9/11: WORLD TRADE CENTER ATTACK" by PilotsFor911Truth 2 years ago I listened to "PILOT" John Lear. All of the math is beyond me and does not compute. I would only add that the NTSB/FAA surely had equally qualified pilots that sifted thru the data. In fact during my time with them, the NTSB pilots were mostly all retired airline pilots.
That thought process requires logic Ricky. For some people, logic, probability, and reason may as well be voodoo. Because now this is pretty direct and I am leaning toward a lack of attention. in post 276 you posted a compilation vid. minute 0:56. start up around there. Should be a BIG plane edit... Anyways.... you'll note the helicopter flying in through the smoke with no affect on the smoke, top right of your screen. It is you who is lying there slick, that or you're blind as a bat, and/or your computer monitor sucks. Maybe all of the above. Here's the chronological sequence of that part of the clip;
At no time was the helicopter IN the smoke, it was closer to the observer filming than the smoke was. It's a simple matter of perspective where the helicopter was passing in front of the smoke, yet they were both relatively far away from the camera so they appear closer together than they actually were. If you were watching on a large HD monitor you'd be able to see that for a fact. As far as the "BIG plane", it is most certainly there at 1:00 - 1:01 of the clip. Really dude, are you that dumb and blind? Point out the time stamps where this allegedly occurs. Reported altitude with transponder off...would you care to give your opinion on that anomaly, FL? From NTSB - Flight Path Study - American Airlines Flight 77 So not only did military radar track the aircraft near DC, but Dulles approach control radar tracked it. Airport approach control radar is capable of determining altitude without the use of the transponder, and most likely the military radar was capable of it as well. What that affidavit indicates is that those weren't the actual 767's that were "hijacked". It indicates military jets of similar appearance were more than likely used. Those jets may have been reinforced in order to penetrate as they did, and may have been packed with explosives to cause them to disintegrate once inside the towers. We'll never know since the towers collapsed and the evidence was carted off to China. As far as the speed of the aircraft, more than likely it was slower than reported. Those videos don't appear to show a plane flying 500 mph, probably more like 300-400 mph. I suppose using trigonometry it would be possible to estimate the speed using the videos, if the distance between the camera and the aircraft were known. Then again if those were specially adapted military jets, who knows, they MIGHT have been travelling faster than what is possible for a standard 767. Yep, as one can readily find out using Google... Point out the time stamps where this allegedly occurs. 0:14 and 1:44 of the video "September 11, 2001 - As It Happened - The South Tower Attack" at Post #297: Edited for vid title and spacing. ------- "They're on our left, they're on our right, they're in front of us, they're behind us...they can't get away this time." -- Col. Puller, USMC
Seriously GL? You ARE aware that those two clips are from two different viewing points, right? Turning the first clip around in perspective to that of the 2nd, they match. So, the transponders off mystique about 9/11 is hype and we can probably dispense with the radar gap contentions too because the Military was capable of all such tracking? -- yes or no. ------- "They're on our left, they're on our right, they're in front of us, they're behind us...they can't get away this time." -- Col. Puller, USMC
I'm not convinced from your statement that simply a different viewing point perspective explains whether the direction of the smoke is moving over the plane or away from it in the opposite direction and those aren't the only examples of a difference in smoke trajectories as compared to the alleged plane.
------- "They're on our left, they're on our right, they're in front of us, they're behind us...they can't get away this time." -- Col. Puller, USMC
Transponders are used for long range radar used by air traffic control. Airport approach radar is short range radar, but can measure altitude. I'm assuming the military radar was also airport control radar, probably based out of Andrews. When I retired, Andrews was FAA, no military involved in the DC area.
You are convincing yourself of something that is untrue. Assuming the top of the image represents north, the first clip was filmed from somewhere in line with the Verizon building, with the smoke blowing south. The second clip was filmed from a westerly direction in line with WFC 2 (left of the image), with the smoke blowing to the south as well. As I said, the videos confirm that the smoke was blowing in the same direction, and they match. Don't know about that one Cyni... There would be no delay in latency with the planes that hit the Twin Towers. They were headed for their mark, and they hit it. "When bad men combine, the good must associate; else they will fall, one by one." Edmund Burke
I had some info that the Happy Hooligans from North Dakota were on call during the time that 9-11 went down. They received no alerts. "When bad men combine, the good must associate; else they will fall, one by one." Edmund Burke
At Andrews?
As far as I know, yes. The Happy Hooligans were a combat group from North Dakota. They were assigned to Andrews as a defense squadron for the D.C. area, including the entire East Coast. It would have taken very little time to scramble them and get them to the NYC area. "When bad men combine, the good must associate; else they will fall, one by one." Edmund Burke
Well of course they had to allow that cruise missile to hit the Pentagon, otherwise all of that planning and expense would have been for naught.
Here's the chronological sequence of that part of the clip; 0:58 small plane appears from left of screen travelling to the right 1:00 airliner approaching from right travelling left 1:01 airliner disappears from view as it impacts South tower 1:02 small plane disappears behind North tower 1:03 helicopter appears from right travelling left in front of smoke plume 1:13 helicopter travels out of view to left At no time was the helicopter IN the smoke, it was closer to the observer filming than the smoke was. It's a simple matter of perspective where the helicopter was passing in front of the smoke, yet they were both relatively far away from the camera so they appear closer together than they actually were. And here is the proper chronological sequence of those moments you listed. Fresh clip starts at 0:50/51 I believe I suggested you start at 56. 0:58 nothing but towers burning. And a helicopter. That was not a small plane. Their was no small plane traffic in that air space at that time. And if that small plane or helicopter or whatever was there for that angle then we should be able to observe it in every other angle right? I mean that small plane or helicopter as I suggest it is, if it is in that version then it is in all versions correct? TO CONTINUE at 1:00 the plane enters building...Bottom right just like you observed... takes about a whole second to enter building...ending at 1:01..... 500 mph and we get a relatively magnificent view of an object moving at such a high rate of speed.. but never mind that. MOVING ON at 1:02 in the top right a shadow against the smoke appears into view moving left on the screen in through the smoke and out... at 1:10/1:11 you should clearly see it above the needle of building 1. Two objects that for the sake of argument we shall refer to as the same to helicopters on the next clip ... from these two other objects we should be able to define a perfect perspective right? I mean we can figure where all three objects were at all times from all angles correct? Only those two helicopters are not in the clip after that.... nor are they present in all the various clips when it should be possible to see them. Many videos of higher clarity have mysteriously appeared over the years but they have not provided consistent records... Their have been discrepancies. And you can prove it to yourself by plotting the paths of those two helicopters I would bet... or helicopter and small plane if you prefer. One object above impact and one object below impact....only present on select versions... free yourself of the propaganda... ____________________________________________________________ . . . The US government has declared civil war on itself. Its lust for war grew so great... Liberty before death. We run , we live, We fight again, till we win. We did not start this fight. We damn sure did not willingly pay our taxes to buy the bullets and drones that shall be used to kill us. We will correct the violations of this rogue nation....our rogue nation. We will fix this because nobody else can. You will work to help me help us all to fix this failure. After you're done educating yourself, Action!!!
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#298. To: titorite, wudidiz, RickyJ, FormerLurker, All, *9-11* (#297)
#299. To: GreyLmist (#297)
#300. To: FormerLurker, *9-11*, *No Planers* (#268)
There is evidence [my note: that two of] the alleged flights were not scheduled that day. If they were not scheduled how could anyone book a flight on them?
by Morgan Reynolds, Ph.D. was Gate 26 or 32 used for the unscheduled flight 11?
#301. To: RickyJ, GreyLmist (#299)
There is not enough evidence to say there were no planes, you have to stretch the limits of technology and people control too far for that to be a serious consideration.
I won't be commenting on this again.
"For my part, whatever anguish of spirit it may cost, I am willing to know the whole truth, to know the worst, and to provide for it.” ~ Patrick Henry
#302. To: GreyLmist, FormerLurker, titorite, RickyJ, Cynicom, HOUNDDAWG, randge, tom007, Original_Intent, christine, *9-11*, *No Planers*, *Black Ops - Psyops*, *Out There* (#300)
"For my part, whatever anguish of spirit it may cost, I am willing to know the whole truth, to know the worst, and to provide for it.” ~ Patrick Henry
#303. To: wudidiz (#302)
(Edited)
No Boeing 767 could attain that speed [540 mph] at 1000 feet
#304. To: wudidiz (#302)
#305. To: Cynicom (#304)
#306. To: randge (#305)
#307. To: randge, wudidiz (#305)
#308. To: Cynicom (#306)
(Edited)
Check fully authenticated by crew and black box that a B707 flew on its back and in vertical dive that exceeded ALL parameters of the aircraft
#309. To: wudidiz (#302)
No Boeing 767 could attain that speed at 1000 feet
"Satan / Cheney in "08" 
#310. To: randge (#308)
#311. To: Cynicom (#310)
#312. To: randge, wudidiz (#311)
The questions raised have nothing whatever to do logically with who raised them.
#313. To: Cynicom (#312)
#314. To: randge, wudidiz (#313)
Forget Lear.
#315. To: Cynicom (#314)
#316. To: randge (#315)
Listen to what PILOTS have to say that have time in these aircraft (toward the end of this video).
#317. To: RickyJ (#293)
Anyone with a camcorder pointing at the south tower that day who saw it explode with no plane hitting it would have proved it was a hoax. No videos of that exist today even though there were many people with cam-corders that day filming the North Tower after it was hit. Surely some of them were filming from the South and would have caught the explosion on the side of the South tower with no plane hitting it, but there is no such video that I know of. The planners of 9/11 would not have risked this possibility when it is so much easier to just crash a plane into the building for real.
"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
#318. To: titorite (#294)
You are lying again or you simply did not pay enough attention. Which is it.
0:58 small plane appears from left of screen travelling to the right
1:00 airliner approaching from right travelling left
1:01 airliner disappears from view as it impacts South tower
1:02 small plane disappears behind North tower
1:03 helicopter appears from right travelling left in front of smoke plume
1:13 helicopter travels out of view to left
"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
#319. To: GreyLmist (#298)
In one it flies right to left over the water towards the South Tower through a clear sky, with smoke from the North Tower moving away from it towards the left of the screen. In another broadcast, the plane image is still moving right to left towards the South Tower but the smoke is moving over it towards the right side of the screen.
"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
#320. To: GreyLmist (#300)
the [Pentagon] aircraft performed an acrobatic 270 degree (or 330 degree according to The 9/11 Commission Report) dive from 7,000 feet (an altitude known to the FAA despite the transponder off)
The following description of American Airline Flight 77 is based on data from the flight data recorder (FDR) recovered from the crash site, as well as radar data obtained from the Federal Aviation Administration's Air Route Traffic Control Centers, approach control at Washington Dulles Airport, and the U.S. Air Force 84th Radar Evaluation Squadron.
"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
#321. To: wudidiz (#302)
"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
#322. To: Cynicom, randge, wudidiz (#310)
John Lear is a crackpot
"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
#323. To: FormerLurker (#319)
(Edited)
In one it flies right to left over the water towards the South Tower through a clear sky, with smoke from the North Tower moving away from it towards the left of the screen. In another broadcast, the plane image is still moving right to left towards the South Tower but the smoke is moving over it towards the right side of the screen.
#324. To: GreyLmist (#323)
0:14 and 1:44 of the video
"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
#325. To: FormerLurker (#320)
not only did military radar track the aircraft near DC, but Dulles approach control radar tracked it. Airport approach control radar is capable of determining altitude without the use of the transponder, and most likely the military radar was capable of it as well.
#326. To: FormerLurker (#324)
#327. To: GreyLmist (#325)
So, the transponders off mystique about 9/11 is hype and we can probably dispense with the radar gap contentions too because the Military was capable of all such tracking? -- yes or no.
"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
#328. To: FormerLurker (#327)
#329. To: GreyLmist (#326)
I'm not convinced from your statement that simply a different viewing point perspective explains whether the direction of the smoke is moving over the plane or away from it in the opposite direction and those aren't the only examples of a difference in smoke trajectories as compared to the alleged plane.
"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
#330. To: Cynicom (#328)
When I retired, Andrews was FAA, no military involved in the DC area.
"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
#331. To: GreyLmist (#190)
The reason was there's about a several second delay in the latency.
#332. To: FormerLurker (#330)
113th Wing D.C. Air National Guard
#333. To: BTP Holdings (#332)
"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
#334. To: FormerLurker (#333)
(Edited)
At Andrews?
#335. To: BTP Holdings (#334)
"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
#336. To: FormerLurker (#318)
(Edited)
.
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