I applaud your efforts and it seems to only confirm government obfuscation is at work?

...don't believe them!

Thanx, btw.

With 2 federal agencies now declaring detailed 9/11 plane info as off-limits, one has to wonder who has ordered this info to be withheld.

I suspect the attorney general or higher was behind this decision immediately after 9/11.

At that time, the AG was John Ashcroft.

Although i cannot say i am surprised. We have taken similar steps to get similar information. The main excuse used for not releasing information is due to ongoing "litigation". Keep us posted on your progress.

Rob
http://pilotsfor911truth.org
http://forums.pilotsfor911truth.org

Thanx.

I suppose having these federal agencies repeatedly declare that the info that would prove their stories is off-limits, is the next best thing.

at those otherwise obliterated crash sites.

Also, it was very gracious of the hijackers to have provided us with records of their own DNA, to be compared with their "remains" & tie-up any loose ends in their story.

If you have not seen this thread from P4T, then you need to read it:

http://z9.invisionfree.com/Pilots_For_Truth/index.php?showtopic=9971

For some reason, this particular 767-223ER is no longer for sale.
http://www.aviatorsale.com/aix5078/

“On the altar of God, I swear eternal hostility against all forms of tyranny over the mind of man."--Thomas Jefferson

Right it's no longer for sale, did someone purchase it or did "they" cannibalize the parts? I read that the plane had caught on fire on the ground in LAX as they were running test after some type of overhaul, aircraft usually required a total overhaul at 50,000 hours of flight time. Anyway, there was a great deal of damage to the A/C, and projected it would have to be grounded, which it was for a couple of years, then put back in inventory for sale.

When an inquirer called about interest in purchasing the plane, the owner stated immediately that there was a typo in the serial number ... sure ... right!

I've also requested from the FAA a list of all deregistered, reregistered or sold to foreign countries, all 757 and 767 commercial aircraft between 1/1997 and 1/2002.

I wonder how long it will be before the FAA requests exemption from FOIA requests altogether.

; )

I'm not sure I'm following you here. Do we know the ownership history of the four planes that were crashed on 9/11? That would seem to me to be of great importance, and should be information relatively easy to acquire.

Ownership history for a given registry is available.

But until the FBI and FAA release the data that would confirm the alleged registry ID's for the planes, the public should question the info that has been provided.

What the goverment has essentially done regarding the registry ID of the 9/11 planes is said that they have recovered the body of John Doe, because a body was recovered where John Doe was last known to be, was wearing similar clothing to John Doe's and was found carrying John Doe's affects.

Yet the government is refusing to release DNA data of John Doe that was known before (FAA) and after (FBI) his demise for comparison, that would verify their claims.

Withholding this data seems suspect to me.

In this case, component serial number data = human DNA data.

The existence of patented pilotless navigation systems makes genuine aircraft history very important.

Wouldn't there also be quite a few personnel within United and American airlines who would be familiar with the "names" and histories of the four planes? I would think it would be quite difficult to completely suppress the names and histories of the planes given that such information would be flowing through the respective airline's workforces-- flight engineers, managers, etc.

I tried to post something about this earlier but it didn't show up - sorry if repeating.
According to this info, two of the planes were only deregistered on 29th Sept 05,
the others on 14th Jan 02:
Here is the link (from 5th July 06):
http://www.rumormillnews.com/cgi-bin/archive.cgi?read=90306

Here is an excerpt:

"Next is United Flight 175, tail number N612UA, which hit the South Tower
of the WTC. Please note the same details.

Deregistered Aircraft 1 of 1
Aircraft Description
Serial Number 21873 Type Registration
Corporation Manufacturer Name BOEING Certificate Issue Date
01/18/1984 Model 767-222 Mode S Code 51773757 Year
Manufacturer 1983 Cancel Date 09/28/2005 Reason for
Cancellation Cancelled Exported To

Hmmm. What? Cancelled registration on 9/28/05? Not destroyed and
deregisterd in early 2002? What about the last flight, United Flight 93,
tail number N591UA, the one that allegedly crashed near Shanksville,
Pennsylvania.

Deregistered Aircraft 1 of 1
Aircraft Description
Serial Number 28142 Type Registration
Corporation Manufacturer Name BOEING Certificate Issue Date
07/01/1996 Model 757-222 Mode S Code 51721341 Year
Manufacturer 1996 Cancel Date 09/28/2005 Reason for
Cancellation Cancelled Exported To

Huh? Cancelled? On the same date in 2005? Not destroyed and cancelled
in early 2002?

How can American Airlines flights show the planes destroyed and the registration cancelled, while both United flights show the planes as simply being cancelled without explanation 4 years after they allegedly were destroyed? Why?

What the heck is going on here? These are public records, accessible by everyone until their purge date is reached. That is Nov. 11, 2006 for both United flights. There is no purge date listed for the two American Airlines flights.

Why would a company keep two aircraft that had been destroyed on its active lineup for four years, and then simply list the registration as "Cancelled"?
Even the most ardent coincidence theorist is going to have to think hard to come up with some rationale for this one.

Some of these patents existed before 9/11 and those that were applied for shortly after, may have required research and development that predated 9/11:

Filed: February 19, 2003

System and method for automatically controlling a path of travel of a vehicle

Abstract

The method and system for automatically controlling a path of travel of a vehicle include engaging an automatic control system when the security of the onboard controls is jeopardized. Engagement may be automatic or manual from inside the vehicle or remotely via a communication link. Any onboard capability to supersede the automatic control system may then be disabled by disconnecting the onboard controls and/or providing uninterruptible power to the automatic control system via a path that does not include the onboard accessible power control element(s). The operation of the vehicle is then controlled via the processing element of the automatic control system. The control commands may be received from a remote location and/or from predetermined control commands that are stored onboard the vehicle.

http://patft.uspto.gov/netacgi/nph-Parser?Sect1=PTO1&Sect2=HITOFF&d=PALL...

Filed: October 10, 2003

Override protocol system for affording vehicle safety and for preventing hijacking

Abstract

A methodology for preventing hijacking of surface vehicles by invoking an override means for taking control of such vehicles, when circumstances merit such drastic corrective action. If monitoring sensors indicate that exigent circumstances such as airplane hijacking are occurring, then action would be triggered from a central control to either disable the vehicle, dump fuel, shutdown engines, or otherwise override control thereof. This action would frustrate the hijackers' purpose and could save lives and minimize losses

http://appft1.uspto.gov/netacgi/nph-Parser?Sect1=PTO1&Sect2=HITOFF&d=PG0...

Filed: November 20, 2002

Method and apparatus for providing an aircraft emergency safety control system

Abstract

A method and apparatus for providing an Aircraft Emergency Safety Control System (AESCS) capable of regaining control of an aircraft that may have been lost due to incapacitation of the crew includes an airborne segment, a ground segment, and a communications segment wherein control of the aircraft is removed from the control of unauthorized person(s) onboard the aircraft, and the aircraft is directed to a destination that is considered a safe location for the aircraft given it's status, and to facilitate a reasonably safe emergency landing.

http://patft.uspto.gov/netacgi/nph-Parser?Sect2=PTO1&Sect2=HITOFF&p=1&u=...

Foreign Application Data: Nov 22, 2001

Security system for preventing aircraft hijacking

Abstract

A security system for preventing the hijacking of aircraft, which are provided with an autopilot with stored flight routes, wherein an emergency switch-over device for actuating the autopilot, when actuated, prevents the autopilot being switched off again in the cockpit.

http://appft1.uspto.gov/netacgi/nph-Parser?Sect1=PTO1&Sect2=HITOFF&d=PG0...

Filed: October 9, 2001

Anti-hijacking system operable in emergencies to deactivate on-board flight controls and remotely pilot aircraft utilizing autopilot

Abstract

In an anti-hijacking system for autopilot equipped aircraft, a transceiver communicates with at least one remote guidance facility. A panic button is activated by flight crew in case of hijacking. A manager is coupled to the transceiver and the panic button, as well as existing avionics including the aircraft's master computer and autopilot. Optionally, a relay is coupled between the pilot controls and selected aircraft flight systems. The manager recognizes predetermined override inputs, such as activation of the panic button or receipt of override signals from the remote guidance facility. Responsive to the override input, the manager deactivates on-board control of selected aircraft flight systems and the autopilot system, and directs the autopilot to fly the aircraft to a safe landing. Flight routing and landing instructions are obtained from the remote guidance facility, or by self-evaluating nearby airports in view of the aircraft's position and various preestablished criteria.

http://patft.uspto.gov/netacgi/nph-Parser?Sect2=PTO1&Sect2=HITOFF&p=1&u=...

Foreign Application Data: Nov 6, 2001

Method for preventing hijackers from taking control of an aircraft

Abstract

The invention concerns a method for preventing hijackers from steering an aircraft toward a ground target, comprising the following steps: a) locking the automatic control system(s), b) selecting a landing field by means of an onboard computer, c) locking said computer accessible flight controls, d) automatically guiding the aircraft towards a route to reach said selected landing field, e) automatically guiding the aircraft to land on said landing field.

http://appft1.uspto.gov/netacgi/nph-Parser?Sect1=PTO1&Sect2=HITOFF&d=PG0...

Filed: September 28, 2001

Anti-hijacking security system and apparatus for aircraft

Abstract

A vehicle security system and method allows for the disabling of manual vehicle control, while automatic vehicle guidance provides control of the vehicle. The vehicle, which may be an aircraft, boat, train, truck, etc. is thus secured against unauthorized guidance that could harm passengers or other persons or property. In an embodiment, the security system automatically controls the vehicle to avoid collision with ground features when imminent collision is detected.

http://patft.uspto.gov/netacgi/nph-Parser?Sect2=PTO1&Sect2=HITOFF&p=1&u=...

Foreign Application Data: Sep 17, 2001

Preventive method for preventing suicidal hijack by means of aircraft-carried global position electronic map

Abstract

A preventive method for preventing suicidal hijack by means of aircraft-carried global position electronic map is disclosed. The data such as the identity of the pilot on the aircraft, the real-time data of the aircraft-carried global position device, the electronic maps of the flight courses, data for automatically entering aerodromes, data for ground piloting, data of the fixed or movable targets on the ground or water requested to be protected, and the pre-fixed electronic maps of the flight-prohibition targets within the whole airspace, are collected and processed by computers, so as to determine whether the aircraft is in a legal or illegal manipulation condition, and thereby automatically protect the flight security and public security. By means of high-techs, this invention enhances the ability of aircrafts for preventing suicidal hijacks. Thus incidents such as Sep. 11 suicidal hijack can be prevented. In case of a normal hijack, the pilot can still deal with such accident according to conventional flight routine, but the aircraft will automatically refuse flying to the flight-prohibition targets.

http://appft1.uspto.gov/netacgi/nph-Parser?Sect1=PTO1&Sect2=HITOFF&d=PG0...

Filed: January 11, 2001

Virtual instrument pilot: an improved method and system for navigation and control of fixed wing aircraft

Abstract

A self contained electronic system for manual or automatic control and navigation of fixed winged aircraft using electronic position sensing such as GPS, DGPS, WAAS, and the like, as the primary sensor and making use of known flight characteristics of the aircraft to determine aircraft attitude without any interaction with the aircraft, its controls, or the outside environment and without any moving mechanical devices other than switches, dials and connectors. The automatic and visual interface between the system and the pilot provides for simplified flight controls, and a new solution to the hazard of disorientation, and will reduce the time needed for a pilot to become proficient in VFR and instrument flying. A single instrument replaces many of the conventional instruments used for flight. Navigation data is provided in an easy to understand graphical format. The pilot is told explicitly where to move aircraft controls. The absence of mechanical devices and presence of battery backup make the system extremely reliable and capable of continuing operation of the aircraft independent of the aircraft power or vacuum sources.

http://patft.uspto.gov/netacgi/nph-Parser?Sect2=PTO1&Sect2=HITOFF&p=1&u=...

Filed: January 19, 1996

Method and apparatus for remotely piloting an aircraft

Abstract

A method and apparatus that allows a remote aircraft to be controlled by a remotely located pilot who is presented with a synthesized three-dimensional projected view representing the environment around the remote aircraft. According to one aspect of the invention, a remote aircraft transmits its three-dimensional position and orientation to a remote pilot station. The remote pilot station applies this information to a digital database containing a three dimensional description of the environment around the remote aircraft to present the remote pilot with a three dimensional projected view of this environment. The remote pilot reacts to this view and interacts with the pilot controls, whose signals are transmitted back to the remote aircraft. In addition, the system compensates for the communications delay between the remote aircraft and the remote pilot station by controlling the sensitivity of the pilot controls.

http://patft.uspto.gov/netacgi/nph-Parser?Sect2=PTO1&Sect2=HITOFF&p=1&u=...