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Originally posted by turbofan
reply to post by scott3x
This has been covered in at least two videos.
Go to "thepentacon.com" and go to the video section which shows a
flight path reconstruction based on witness testimony.
Also look on YouTube/Google for a video called, "The North Approach" which I co-produced and has been checked by aero engineers and math profs.
www.youtube.com...
Laugh :-p. I got on Joyce Street; perhaps there's a spot where you can see the pentagon on it, but if so, I didn't find it.
Originally posted by weedwhacker
Originally posted by scott3x
Considering the hard data file that we have shows the altimeter being set through 18,000 feet, and the animation does not, that is a blatant coverup to make the animation aircraft appear lower than it actually is.
Whoa! Strong allegation, there! Hope they can provide more 'proof'.
Originally posted by weedwhacker
~~There is another point, and I am uncertain since I never needed to know ALL the details of exactly how the SSFDR recorded, it wasn't required knowledge.
But somewhere in the deep, dark recesses of memory I recall as how the Air Data Computer (where all of the pitot/static inputs went to be processed, then sent to respective instruments) only used 29.92....and of course, the Kollsman window settings only affected the instrument AS SEEN BY the pilots.
I know that the transponder Mode C reported standard altitudes...that is, for the ATC people on their radar, if they assigned you 10,000 feet, and the altimeter setting was 30.22, they would see 10,300 feet, because YOU had re-set properly. The ATC folks understand this, and how it works. They only question your altitude if it varies by a substantial amount, different than assigned. (Or is WAY off compared to others at your assigned altitude).
Originally posted by weedwhacker
I'm not going to repeat their vertical speed comments...I timed it for myself, once and it looked perfectly reasonable. Didn't save my notes, so I'll have to look again.....
Originally posted by weedwhacker
(Would be a heckuva lot easier if we had the VVI info!!!!)
What's VVI info? And would Pilots for 9/11 Truth would have this?
Originally posted by turbofan
reply to post by scott3x
This has been covered in at least two videos.
Originally posted by turbofan
Go to "thepentacon.com" and go to the video section which shows a
flight path reconstruction based on witness testimony.
Originally posted by turbofan
Also look on YouTube/Google for a video called, "The North Approach" which I co-produced and has been checked by aero engineers and math profs.
www.youtube.com...
Originally posted by weedwhacker
reply to post by turbofan
We also KNOW because the raw data file was decoded by P4T Experts and show RADAR ALTITUDE.
Well, we have only YOUR word for it that they were "Experts"!! Why not have one of them post here?
Originally posted by weedwhacker
Originally posted by turbofan
This is not adjusted by the pilot and it MATCHES the correction made for Pressure Altitude.
I'd like to see the RA data too.
Originally posted by weedwhacker
So, you are unclear - the RA matches what correction made for Pressure Altitude? P4T is claiming that the airplane was more than 400 MSL at the point in the animation where it reads 180 feet...so which is it?
Originally posted by weedwhacker
Originally posted by turbofan
Considering the hard data file that we have shows the altimeter being set through 18,000 feet...
We have only your word for that, since I have never seen the hard data file. Have a linky????
Originally posted by weedwhacker
edit for turbofan....
I found an excellent bunch of information, but as it is from another forum I won't cross-post.
In it are some external references cited, so I think it's OK to bring those along...at first glance, this is going to be good info from someone who KNOWS exactly how Flight Recorders work, and he discusses the CSV file...I'll read it and then put it into my words.
His cred? An MS in Electrical Engineering, worked as a civilian with the UASF on F-15s in data recording and telemetry. He's designed, built, tested and maintained flight data acquisition units. He comments that the FDR in question is a "very low-bit-rate version."
(I want to point out a very odd coincidence also, that I just noticed from the other forum...OK, someone else already linked it on a different ATS thread...it is from "JREF". Well, this was from back in 2006...I never even HEARD of the place -- although I had heard of James Randi before, as a debunker of faith healers and stuff -- I had no idea that blog existed UNTIL quite some time after I found ATS!!! SO, imagine my surprise to see a user there -- banned, I might add -- with the name "weedwacker", Note the spelling... Anyway, that dude was not and never was ME!!! In fact, it's one from the OTHER side! LOL!!!)
Originally posted by ATH911
What's the current number of NoC vs. SoC witnesses?
Originally posted by weedwhacker
!!!!! DME by itself is inadequate to plot a position. It is Distance Measuring Equipment...distance information only, with NO lateral reference. THAT comes from the VOR info. (VHF OmniRange). In other words, for the DME to define a position, you also must know the radial you are on, as transmitted from the VOR.
So glad you brought that up! One NM is 6,067 feet. One tenth of that is about 607 feet. SO....+/- 607 feet means an error (per the manufacturer's data) of 1,214 feet. Correct?
Originally posted by weedwhacker
edit for turbofan....
I found an excellent bunch of information, but as it is from another forum I won't cross-post.
In it are some external references cited, so I think it's OK to bring those along...at first glance, this is going to be good info from someone who KNOWS exactly how Flight Recorders work, and he discusses the CSV file...I'll read it and then put it into my words.
His cred? An MS in Electrical Engineering, worked as a civilian with the UASF on F-15s in data recording and telemetry. He's designed, built, tested and maintained flight data acquisition units. He comments that the FDR in question is a "very low-bit-rate version."
(I want to point out a very odd coincidence also, that I just noticed from the other forum...OK, someone else already linked it on a different ATS thread...it is from "JREF". Well, this was from back in 2006...I never even HEARD of the place -- although I had heard of James Randi before, as a debunker of faith healers and stuff -- I had no idea that blog existed UNTIL quite some time after I found ATS!!! SO, imagine my surprise to see a user there -- banned, I might add -- with the name "weedwacker", Note the spelling... Anyway, that dude was not and never was ME!!! In fact, it's one from the OTHER side! LOL!!!)
Where's the linkies ;-)?
Originally posted by weedwhacker
imagine my surprise to see a user there -- banned, I might add -- with the name "weedwacker", Note the spelling... Anyway, that dude was not and never was ME!!! In fact, it's one from the OTHER side! LOL!!!)
Originally posted by scott3x
In the last post, Rob Balsamo from Pilots for 9/11 Truth mentions that the plane that approached the pentagon would have crashed long before it hit the pentagon if it had actually hit the light poles. He explains why in another video from PFT, 9/11: Attack on the Pentagon, starting at 8:52:
Placing the aircraft on the south path, lowered from the FDR altitude of 699 feet above sea level at this point in space to the top of the VDOT antenna, we can examine the pull up needed at pole 1 and measure the radius using a 3 point ark radius tool provided with this 3d animation software program.
Remember, the scale of this presentation is 100 feet= 1 cm box. To get an idea of how we demonstrate this in 3d software, we switch to an orthogonal view. An orthogonal view is different than a perspective view in that it eliminates the effect of distance from a viewpoint. Therefore, we can accurately determine radius of an ark and precisely draw an ark based on the pull up needed in this view.
Here is the ark drawn in the orthogonal view. We will remove the topography and obstacles in order to get a better view of the ark drawn. Again, we we will demonstrate the accuracy of the scale and topography at the end of this presentation.
The radius of this ark is 20.85 centimeters. But remember the scale of this presentation is 1 cm= 100 ft. So we need to multiply 100 to 20.85 and we get a radius of 2,085 feet.
With the radius, we can use a simple formula required for measuring acceleration as "a = v^2 / r". This is the proper formula to use for such a problem.
Using the velocity as provided by the NTSB for both scenarios, 781 f/s, we need to square that, then divide by 2085, to get 292.5 f/s squared. We then divide that by 32 f/s squared to get 9.14 G.
[The math involved]:
781*781 = 609,961
609,961/2085 = 292.5 f/s squared
292.5 f/s squared/32 f/s squared = 9.14G
G force calculation for this pull up equals 9.14 Gs. We also need to add 1 G for earth's gravity, for a total of 10.14 Gs required.
Transport category aircraft are limited to 2.5 positive Gs. Although a 757 could perhaps withstand more G forces then 2.5, it's highly unlikely it could withstand more than 5 or 6.
Remember, this calculation is for the least challenging pull. If we hypothetically lower the aircraft altitude from the NTSB plotted altitude, to the lower height of the VDOT antenna.
As we can see G loads required to pull out of a dive from the top of the VDOT antenna are impossible for a 757. It is off the charts if we account for altitude as plotted and produced by the NTSB.
Placing the aircraft at the FDR altitude, the most challenging pull, we can measure the radius of the ark needed to pull out of such a dive.
Again, we switch to the orthogonal view, for accurate measurements and we get a radius of 576.9 feet. Plugging that radius into the same formula, and adding 1 g for earth's gravity, we get 34 Gs.
781*781 = 609,961
609,961/576.9 = 1057.3
1,057.3/32 = 33G
Impossible.
This is the proper way to determine G loads in a 2 dimensional problem such as aircraft pulling out of a dive.
Originally posted by Mark_Amy
I think all the technical aspects of things like this should be left with Pilots 4 Truth or at least be examined by people who know what they're talking about. Otherwise you just end up with a bunch of amateurs taking bits and pieces of information and getting confused. Once you get truthers contradicting each other, that just fuels the fire for the debunkers to jump on the bandwagon and then the original purpose of getting to the truth gets lost.
Originally posted by Mark_Amy
My own belief is that the government never thought their original story would get picked to pieces or questioned, so they made up this sloppy sequence of events to just cover what happened.
Originally posted by Mark_Amy
I think a plane did approach the Pentagon, but on the other approach that's being talked about, not the one in the OS.
Originally posted by Mark_Amy
As it got near, a missile was fired to hit the precise target and the plane flew over the Pentagon instead. A missile is the only probably explanation of the perfect entry and exit holes and lack of debris.
Originally posted by weedwhacker
reply to post by scott3x
What's VVI info? And would Pilots for 9/11 Truth would have this?
I did it again...
Originally posted by weedwhacker
'VVI' would be the term for the instrument that measures Vertical Velocity (speed).
Originally posted by weedwhacker
You will also see it referred to as the VSI, ('Vertical Speed Indicator'), IVSI and IVVI. The first 'I' in the last two means 'Instantaneous', and it is standard in today's modern high performance airplanes. [Older purely analog, not digital inputs, had a certain 'lag' when displaying changes in vertical speed trends...)
Originally posted by weedwhacker
We all still call it 'vertical speed' when referring to it...the 'velocity' terminology came along from somewhere....I think some "genius" somewhere in Human Concepts Engineering thought that it was too "confusing" to use the term 'speed' anymore, because we stupid pilots might get confused...I was sarcastic, but it's probably close to the truth...
Originally posted by weedwhacker
Reason I brought it up was to dispel one of the P4T myths they bring up, about the "incredible" rate of descent of AAL 77, and the "impossible" pull to the nearly level last few feet of the flight path. This they "calculate" the way I did, just from watching the animation video; timing the change in altitude to determine a rate of descent in feet per minute.
Originally posted by weedwhacker
IF they have the actual FDR data from the IVVI then they're ignoring it. Maybe they don't have it.
Originally posted by weedwhacker
Found a pretty good photo for the intrument panel (USAir in this case):
airliners.net...
The IVVI is below the altimeter, just right of the EHSI (lower CRT screen there).
Originally posted by weedwhacker
They're at the gate, it looks like...the FMC is programmed, but I can't read it on my monitor...(those small computer screens with green lettering, have the flight plan info and other stuff). BUT the photog says they were in MCO, sothe 353 HDGand 5000 Altitude setting soudns right. I don't know their checklists, but since they have the lower EICAS screen showing the flight control position indices, and the hydraulics aren't turned on yet, I'm guessing they've completed their "Receiving Aircraft" (or whatever they call it, that's what we call it) checklist. Probably real close to push back. SO, the "Engine Start and Push" (or similar) checklist will be run, hydraulics turned on (and anything else on their checklist) and the flight control movement verified, THEN the lower EICAS screen will be switched to display the rest of the engine instruments to monitor the engine starts.
TMI????
( Just noticed the Parking Brake is off...AND the Captain is turned slightly, probably to talk to the photog. SO, still some minutes away from pushback...not sure why the door lights are all out...maybe they have a delay on the gate, waiting for clearance to push...because we start getting paid as soon as ALL doors are closed, AND the Parking Brake is released... )
Originally posted by turbofan
reply to post by scott3x
All the RADAR ALT data, and deconstruction of the NTSB data can be
found at the same link I presented earlier (sub forums of Pentagon,
and AA77).
Originally posted by turbofan
There are videos with explanations, diagrams, etc. to help clarify all the
research.
If you want specifics I'd be happy to explain them here, but I wont
copy all of the data that is readily available for everyone at P4T.
Originally posted by waypastvne
Originally posted by scott3x
Originally posted by weedwhacker
I found an excellent bunch of information, but as it is from another forum I won't cross-post.
In it are some external references cited, so I think it's OK to bring those along...at first glance, this is going to be good info from someone who KNOWS exactly how Flight Recorders work, and he discusses the CSV file...I'll read it and then put it into my words.
His cred? An MS in Electrical Engineering, worked as a civilian with the UASF on F-15s in data recording and telemetry. He's designed, built, tested and maintained flight data acquisition units. He comments that the FDR in question is a "very low-bit-rate version."
Where's the linkies ;-)?
JREF
Well guess what, if the plane really made that damage, then it must have flown along a path IN LINE with the damage.
Want to know something else? The 1.5 nm radius +/- 0.1 mn MUST
interesct that flight path.
PRESTO! We have all the co-ordinates we need including a vertical position!
Originally posted by weedwhacker
So glad you brought that up! One NM is 6,067 feet. One tenth of that is about 607 feet. SO....+/- 607 feet means an error (per the manufacturer's data) of 1,214 feet. Correct?
+/- 607 feet means an error (per the manufacturer's data) of 1,214 feet.
NO.
It means an error of +/- 0.1 nm, or +/- 607 feet. A value Plus, or minus
607 feet....not a value +/- 1,214 feet.
not a value +/- 1,214 feet.
Got it? 607 feet or less (typically calibrated for zero error by the MFG. These are worst case values).
Without going through anything else (because lengthy replies seem to confuse you), you can deal with all the above fact.
Originally posted by weedwhacker
No, not ALL credible witnesses. Many more disagree with the "North of Citgo allegations. In your opening you mention CIT's 13 witnesses. Those are the only witnesses that they (CIT) wished to include in their "investigation". In other words, CIT wished to have a pre-determined outcome, to fit their pre-conceived version of "facts" -- so they used only those witness' statements that were supportive of their case.
Originally posted by trebor451
More cartoons, huh? Any "flight path reconstruction based on witness testimony" would be based on only the witnesses CIT choose to accept - hardly an acceptable nor credible base of data. There are dozens of "witnesses" that do not adhere to CITs preconceived and prejudged record of events that CIT choose to discount for any number of hilarious reasons, many of which could be applied to their OWN witnesses. CIT is the non-aeronautical bookend to PfT. Their aeronautical analysis is only slightly worse than yours.
I see :-). So what's FMC, EICAS and TMI ;-)?