FAA Records Regarding 9/11 Aircraft Unavailable For Release

Freedom of Information Act (FOIA) requests of the Federal Aviation Administration, seeking various records regarding the four aircraft involved in the terrorist attacks of September 11, 2001 has been denied on the basis that such records are not available for release.

Failure to release the requested information was not per any established FAA information request exemptions, normally cited by federal agencies that deny FOIA requests:

http://www.faa.gov/foia/media/exemptions.pdf

11/27/2007 FAA FOIA request:

12/6/2007 FAA FOIA request:

go get um! my children are

go get um!

my children are not cannon fodder for the n.w.o.

Great Job!

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

...don't believe them!

Who Ordered This Info Off Limits?

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.

There are several pieces of evidence, that if made public, would

spell instant checkmate, game-over, to the official lie.

One such piece would be the serial numbers of the aircraft revealing that drones had been used in 1 or more of the crashes.

Another piece would be any of the 80 withheld videos of the Pentagon showing anything other than AA-77 blowing it up.

We need to obatin this information.

Here is a someone WeAreChange should interview

Here is a someone WeAreChange should interview inorder to who gave him the order to remove criminal evidence ?

Image Hosted by ImageShack.us

http://mouv4x8.club.fr/11Sept01/A0064_Wreckage_two_men_table3a.html

and also interview the photograpther Sgt Carmen L. Burgess to obtain the other photos he took of evidence being removed.

Why I'm Making These Inquiries

Let me state emphatically that these inquiries are not intended to provide aid and comfort to the 'no planes' or CGI crowd.

I feel that there is sufficient evidence to demonstrate that 4 757/767 Boeing aircraft containing the said passengers and even hijackers were destroyed at the 9/11 crash scenes.

For example, the NYC medical examiners office ID'd most of the passengers aboard both planes at the WTC scene.

I do not feel that the 9/11 hijackers possessed the motivation or skills to pilot these aircraft.

Sorry for being so vague, but I still have several FOIA requests and 1 lawsuit pending with other agencies.

Good work Aidan

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

I Don't Expect To Ever Receive The Requested Info

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.

Yes, quite astounding how they ID'ed the passengers & hijackers

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.

Good work Aidan

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

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

Michael

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 Also Requested Lists Of Deregistered 757 767 Planes

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

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 Available Through FAA

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

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.

deregistering of 9.11 planes ..

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.

I've never thought...

...that these jets were the ones we've been told they were. Something in my gut tells me during the war games these jets were swapped with different ones. I have no idea what happened to them. Diverted off to some secret base in Alaska maybe and replaced with drones? This proves they don't want us to know.

Remote control of the

Remote control of the original flights is a much simpler and more likely explanation, IMHO.
________________

JFK on secrecy and the press

Alvin and other researchers ...

For those who are interested in a lot of detail about Dov Zakheim's background in flight termination and remote control systems for aircraft, please see the following link:

http://z4.invisionfree.com/The_Great_Deception/index.php?showtopic=299

There is a great deal of information on that thread so perhaps it is best to bookmark it and review from time to time, lots of info for seekers all at once, but I know all of you can handle it ;)

Addition resource of Zak

Latest On Rabbi Zakheim And The Missing $2.3 Trillion (as of march 2008).

"I believe this to be a very important article. As you may probably know, I've steadfastly maintained that Dov Zakheim, the former Comptroller of the Pentagon, is a key conspirator in the 9/11 fraud.

"The following article sheds more light on this powerful shadowy character; the missing $2.3 Trillion; his connection to the mysterious Boeing 767 tanker deal and his involvement in SPC, the company that manufactures remote control 'termination' systems for aircraft.

Yes, things are beginning to snap into focus very quickly..." -- a physicist in the 911 Truth movement

You need to go to the site for the complete story.

http://www.rense.com/general75/latest.ht

Also Privatization (Corporatization) of the Military:

http://www.channelingreality.com/The_Coup/...ivatization.htm

Civilian Political Appointees

Rumsfeld, Wolfowitz and Zakheim.

People who spend their entire careers passing through a revolving door between the highest reaches of the public and private sectors.

These and others need to be questioned.

For Example ...

I have a pending FOIA request with the FBI regarding the Solid State FDR's & CVR's for UA 93 and AA 77 that contain 25 hours of the final recorded data of the commercial flight history of a given plane. I'm requesting the info for the 2-4 flights that were likely recorded before the final 9/11 flights. I expect them to withhold this info like all the rest. But if I had this info, I could compare it against BTS data for these aircraft. A request for data from the BTS for the flight histories of each plane going back 1 year prior to their destructions is still pending.

I also have a pending FOIA request with NORAD trying to learn what registered civil aircraft were involved in the wargames during the 2 year period prior to 9/11 as reported by the USA Today, during which NORAD has admitted that 'numerous' civilian aircraft were used.

The Amalgam Virgo II exercise after 9/11 used actual Delta 757 aircraft during anti-hijack exercises.

Pilotless Navigation System Patents

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=...

"The federal government has

"The federal government has released an abundance of data regarding the planes used to carry out the September 11, 2001 terrorist attacks:

- All airline flight numbers.
- All alleged FAA aircraft registry data.
- All air traffic control audio recordings between ATC and said flights.
- Aircraft flight path study data for 3 of the 4 said flights that day.
- Aircraft departure times and departure locations.
- Crash times.
- Total numbers and identities of passengers who perished.
- The alleged identities of those accused of hijacking each aircraft."

Is it true that the government has released all ATC audio between ATC and the flights? I had never heard that before. Where can I get ahold of these tapes?

ATC & 9/11 Plane Communication Transcipts

I failed to include the words 'transcripts'. Those transcripts of the recordings can be viewed here:

http://www.gwu.edu/~nsarchiv/NSAEBB/NSAEBB196/index.htm

Transcripts, not

Transcripts, not audio.....

That's a huge difference. If we had the audio, we could listen to the transmissions made from the cockpit of UAL93 during the hijacking when someone yelled "Mayday!" and "get outta here...." We would be able to play these tapes to friends and family of Leroy Homer and Jason Dahl, and thus determine if it was indeed their voices-- or the voice of one of the hijackers trying to feign a cockpit struggle.

Transcripts, however, are useless for this purpose.

Question for Aidan

I have been told on the Loose Change forum that one can listen to the cockpit transmissions, and even hear the pilots screaming, on the Moussaoui evidence presentation, here:

http://www.vaed.uscourts.gov/notablecases/moussaoui/exhibits/prosecution...

I have gone to the site, and downloaded the files, but was unable to open them. Have you been able to go through the evidence in this exhibit? Are there indeed audio files of the pilots from UAL93? I am very skeptical.

andrew and all others ...

Open the file from within your internet browser, it is very important you have the adobe flash plug-in installed on your browser. Once you have opened your browser go to the menu bar under file, scroll down to "open file", then you get a popup menu asking which file, hopefully the file you downloaded from vaed.uscourts is on you desktop, click that file and Flash should start the pages, you might have to indicate which type of computer you are using, i.e. mac or pc. If it doesn't start the program just hit each page under the listing of mac or pc. There are many useful graphs of seating charts and phone calls, make sure you hit all the icons.

Listening to all of that is unsettling, to say the least, but it's something we all must do. And detest the fact that I have to ask if it is real, it sure as hell sound real, nevertheless, I can't trust anything the government says any longer. Voice print mapping would have be a valuable inclusion.

"Listening to all of that is

"Listening to all of that is unsettling..."

Listening to all what? The only thing I could listen to was Betty Ong's phone call. I'm not aware that any other calls were recorded. I also do not believe there are any other audio clips out there of transmissions from the cockpits of the planes (except for "Mohammad Atta"-- "we have some planes" from AAL), or from any of the cockpit voice recorders.

Did you listen to anything from the Moussaoui exhibit, Joann? What was it? I'd really like to know if there are any other audio in that exhibit since, as I said, I had a hard time opening the files.

I can't get any clearer than this ...

Open the page in the file titled: Jarrah.swf, then go to the right of his photo and under his name title: Ziad Jarrah, there are two blue circles with triangles, press those buttons, there are two listings of recordings. Then in the beige inverted tapb at the end of Ziad Jarrah line there is another button that will reload two other recordings with different time sequences.

Oh, btw, thank you too.

relevant

http://911blogger.com/node/11969

--According to the National Transportation Safety Board (NTSB.GOV), Flight 175 originated not at Logan airport. No. But at the BOSTON HELIPORT, CODE 1MA3.

(Link removed by ntsb.gov after first blog was created.)
http://www.ntsb.gov/ntsb/GenPDF.asp?id=DCA01MA063&rpt=fa

The code for Logan is "BOS," not "1MA3."

[ THE NTSB MADE THE FILES DISAPPEAR FROM THEIR WEBSITE AFTER THIS ARTICLE WAS WRITTEN. I HAVE UPLOADED THE PDF FILES TO THE INTERNET ARCHIVE, HERE:

http://www.archive.org/details/NtsbfactualReportDocumentsFromSeptember11...
]

***EDIT: Another update, the ntsb has apparently restored the files on their server. "1MA3" is still there. This makes no sense, a jumbo jet can't originate at a heliport, and this particular heliport may have been closed during that time period. Someone at ntsb is trying to send us a message!****

There is no "Airport Identifier" code entered, at all, for Flight 11. They have an airport code for the destination, that being
"LAX." For the origination, there's another anomaly. It originated nowhere.

Well, that's 2 for 2...

70 Disturbing Facts About 9/11

John Doraemi publishes Crimes of the State Blog
http://crimesofthestate.blogspot.com/

johndoraemi --at-- yahoo.com.

Interesting

The Boston Heliport?

Hmmm ...

An appeal of the FAA's decision is already enroute, specifically requesting that the FAA indicate the exemption upon which its decision to withhold is based. Once this information is obtained, a FOIA lawsuit will be filed in federal court to obtain the requested info.

It gets more "interesting" for UA175

Hello Aidan,

If you review page 3 of the NTSB report, UA175 shows originating over the Atlantic Ocean, not a heliport. (I used a CAD program underlaid with the NTSB diagram to measure the UA175 "takeoff" at 92.5 degrees East of geographic north, about 8-10 miles away from Boston Logan, depending upon runway location). Google Maps should allow one to see the lat/lon locations below, as well as entry of KBOS for Boston Logan.

http://www.gwu.edu/~nsarchiv/NSAEBB/NSAEBB196/doc03.pdf

http://maps.google.com/

The USAF RADES data shows the first UA175 "Boston Logan" radar return at RIV (Riverhead, NY) at 8:16:04 EDT, 12:16:03.985 Zulu time, 42.3646 deg N latitude, -70.8364 deg W longitude, at a primary radar "Height" of 9000 feet Above Mean Sea Level (AMSL). "42.3646N 70.8364W" for Google Maps.

The very next RIV radar return for UA175 is at 8:16:16 EDT, 12:16:15.945 Zulu time, 42.3540 deg N, -70.8211 deg W, at a primary radar "Height' of 7600 feet AMSL. The very first "Mode C" (UA175 transponder) return is at RIV at the same time and lat/lon, showing a Mode C altitude of 6000 feet AMSL.

For comparison, the first AA11 Boston Logan radar return is listed at NOR (North Truro, MA) at 8:00:27 EDT, 12:00:27.000 Zulu time [there is a 325 millisecond "lag" here between the RADES RS3 data and the USAF Excel spreadsheet though] at 42.3968 deg N, -70.9889 deg W, 2800 feet AMSL primary "Height" and Mode C (AA11 transponder) altitude of 1900 feet AMSL. "42.3968N 70.9889W" for Google Maps.

I find it interesting that the much closer NOR USAF radar DOES NOT see the UA175 takeoff (with an approx. 12-second radar "sweep time") but the RIV radar is the first to detect UA175 at 6000-9000 feet AMSL (with UA175 probably at 6000 +/- 100 feet AMSL transponder accuracy from my research). For comparison, RIV first sees AA11 at 8:02:04 EDT at 4600 feet AMSL). There are range/low altitude/"ground clutter" issues with most radars. There is a 24-page thread on UA175 and much other good information over at pilotsfor911truth.org.

The RADES ISO files are available for [rather large] download at:
http://aal77.com/rades/rades.php

Does anyone know of any PUBLICLY available FAA radar data anywhere?

Regarding altitude accuracy, the USAF RADES "readme.doc" states on page 2:

"In general, the most reliable height information comes from aircraft transponder systems turned ON, responding to mode C interrogations. Mode C height accuracy is limited to +/-100 feet (assuming standard barometric pressure), the value of the least significant bit in the mode C altitude report. Because mode C height is always based on a standard barometric pressure setting, it is not corrected for local pressure conditions, although an approximate correction can be made based on local atmospheric data (D-value). Note, aircraft true height is found by adding local D-value to the mode C reported height. The D-value generally varies +/-1000 feet. The ARSR-4 3-D height data is generally accurate to within +/-2000 feet when the aircraft is within 175 nmi of the radar site. The primary range accuracy limitation for both primary and secondary radar systems is +/-1/8 nmi due to the target reporting format employed by the radar system. Azimuth accuracy is limited to approximately 0.2 degrees for both primary and secondary radar systems."
-----
We are governed, our minds are molded, our tastes formed, our ideas suggested, largely by men we have never heard of. This is a logical result of the way in which our democratic society is organized." - Edward Bernays

The incredible assertion

The incredible assertion (belied by firefighters and at least one NTSB "insider") that the WTC black boxes "were not found" (even in pieces) screams that something was not "standard" about the aircraft.
http://www.counterpunch.org/lindorff12202005.html

Thanks for sustaining this careful, relentless inquiry. Pressure is building. Cracks are everywhere to be seen. Something (someone) has to give, and it won't be the millions who want justice.

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

Thank You

Federal lawsuits are not cheap!

Photos of debris?

I really appreciate the work you are doing, Adian! But I have some questions the have been bothering me:

Have there ever been any published photos of debris retrieved from the pile such as engines or other aircraft parts?

Is there in fact any parts that could provide serial numbers or was it all conveniently vaporized?

Is there a warehouse on Long Island that houses plane debris?

Parts That Were Collected

Thanx by the way!

To the best of my knowledge:

- 1 engine and landing gear assembly from UA 175
- Hydraulic components from UA 175 from atop the U.S. post office building, across from WTC 5.
- 1 engine or landing gear assembly from AA 11 (not positive)
- 1 engine component and landing gear assembly from AA 77.
- 1 engine from UA 93.

And in order to have made positive ID's of AA 11 and UA 175, such compenent ID's would have been requried, since no FDR's or CVR's were recovered.

If I'm not mistaken, both planes nearly collided after their transponders were turned off so there easily coud have been confusion about which plane hit which tower.

UA 175 engine and FBI field agent:

From the U.S. Code of Regulations:

"Aircraft and aircraft engines. Aircraft covered under §21.182 of this chapter must be identified, and each person who manufacturers an aircraft engine under a type or production certificate shall identify that engine, by means of a fireproof plate that has the information specified in §45.13 of this part marked on it by etching, stamping, engraving, or other approved method of fireproof marking. The identification plate for aircraft must be secured in such a manner that it will not likely be defaced or removed during normal service, or lost or destroyed in an accident."

Parts can be found amongst fema photos links posted on 911blog.

John A MITCHELL
Herblay

I found an engine part like at the Pentagon amongst the rubble in one of the Fema photos that I put at
. http://911blogger.com/node/12792#comment-170637

If you want a copy of my Excel file which permits you to navigate easier on the Fema site, send me your email at
mouv4x8@clbub-internet.fr

when I have a bit of time I will look up my archives for the photo.

Yours

John

Thanx

Many images of debris have been released.

Some of this debris has been part of public exhibits hosted by non federal entities.

Much unrelated flight data has also been released.

And yet footnote details (that would just happen to validate the governments positions) are withheld, by the same government who told the world WMD's were in Iraq and that we must allow ourselves to be spied upon for our own safety, while our nations borders remain undefended.

9/11 aircraft registrations

Aidan, have you seen the info at this link, re the aircraft regos?

www.rumormillnews.com/cgi-bin/archive.cgi?read=90306

"Very strange 9.11 aircraft registrations"

Excerpt (all following):

"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"? "

nb - This appeared on the web on 5th July '06, when all records were still accessible.

Certainly Unexpected

Some registry info not immediately or properly altered.

And BTS data of both AA 9/11 flights not being provided.

At a loss to explain these examples.