Reply #121: or perhaps you can debate the facts? [View All]

[johndoeX]

Common Strategy Prior to 9/11/2001.

I find it hard to believe Capt. Burlingame gave up his ship to Hani Hanjour pointing a boxcutter at him... period...

Pilots know The Common Strategy prior to 9/11. Capt. Burlingame would have taken them where they wanted to go, but only after seeing more than a "boxcutter" or knife. Why did Burlingame, a 6'5" retired Military Officer with training in anti-terrorism, give up his airplane to 5 foot nothing.. 100 and nothing Hani Hanjour holding a "boxcutter". (Exaggeration added for size of Hani.. he was tiny.. lets just put it that way).

"Ted Olson told CNN that his wife said all passengers and flight personnel, including the pilots, were herded to the back of the plane by armed hijackers. The only weapons she mentioned were knives and cardboard cutters"

The pilots' number 1 priority is the safety of the passengers. Number 2 priority is to get them to their destination on time. Pilots dont just give up their airplane to someone with a knife.. regardless of what the press has told you about The Common Strategy prior to 9/11.


To those pilots out there. Think about the old Common Strategy... we know it was to cooperate.. but was it to give up your ship to anyone with a knife? No! What the press doesnt tell the public is that there is alot more to the old Common Strategy than "complete, full cooperation".

---------------------------------------------------------------------------------------------------------------------------



Flight Data Recorder Analysis

Last Second of Data

09:37:44

08/20/06

We have determined based on the Flight Data Recorder information that has been analyzed thus far provided by the NTSB, that it is impossible for this aircraft to have struck down the light poles.

We have an animation of the entire flight provided by the NTSB. I have sat through the whole flight from taxi out at Dulles... to the impact at the Pentagon in real time.

The screenshot below shows the very last frame of the recorded data. Its stops at 9:37:44 AM EDT (Official Impact Time is 09:37:45). You will notice in the right margin the altitude of the aircraft on the middle instrument. It shows 180 feet. This altitude has been determined to reflect Pressure altitude as set by 29.92 inHg on the Altimeter. The actual local pressure for DCA at impact time was 30.22 inHg. The error for this discrepancy is 300 feet. Meaning, the actual aircraft altitude was 300 feet higher than indicated at that moment in time. Which means aircraft altitude was 480 feet above sea level (MSL, 75 foot margin for error according to Federal Aviation Regulations). You can clearly see the highway in the below screenshot directly under the aircraft. The elevation for that highway is ~40 feet above sea level according to Google Earth. The light poles would have had to been 440 feet tall (+/- 75 feet) for this aircraft to bring them down. Which you can clearly see in the below picture, the aircraft is too high, even for the official released video of the 5 frames where you see something cross the Pentagon Lawn at level attitude. The 5 frames of video captured by the parking gate cam is in direct conflict with the Aircraft Flight Data Recorder information released by the NTSB. More information will be forthcoming as we come to our conclusions on each issue. We have contacted the NTSB regarding the conflict between the official story and the FDR. They refuse to comment.



For a more in depth analysis on altimeter settings, please see right margin.The FDR Research Team


Phone call to NTSB and FBI

Special thanks to "shure" over at the Loose Change forums for making and providing these calls.

shure has a list of calls to various agencies on his site www.pumpitout.com

---------------------------------------------------------------------------
"I couldn't believe he had a commercial license of any kind with the skills that he had," said Peggy Chevrette, the JetTech manager."

"The operations manager for the now-defunct JetTech flight school in Phoenix said she called the FAA inspector that oversaw her school three times in January and February 2001 to express her concerns about Hanjour. "

"Chevrette, the flight school manager, said she told Anthony she believed Hanjour could not write or speak English fluently as required to get a U.S. commercial pilot's license."

"The thing that really concerned me was that John had a conversation in the hallway with Hani and realized what his skills were at that point and his ability to speak English," Chevrette said.

Chevrette said she was surprised when the FAA official suggested the school might consider getting a translator to help Hanjour.

"He offered a translator," Chevrette said. "Of course, I brought up the fact that went against the rules that require a pilot to be able to write and speak English fluently before they even get their license


Copyright © 2006 PilotsForTruth. All Rights Reserved.
[e-mail]

http://pilotsfor911truth.bravehost.com/pentagon.html