tag:blogger.com,1999:blog-210912963663364302024-03-17T01:52:10.032+00:00Mark Conlon Blogspot9/11 Planes Truth: An Independent InvestigationMark Conlonhttp://www.blogger.com/profile/16886787125931324069noreply@blogger.comBlogger61125tag:blogger.com,1999:blog-21091296366336430.post-39037929846778177202024-02-22T15:09:00.006+00:002024-03-13T21:13:47.774+00:00Selection of Interviews Talking About Training Exercises Involving Hijacked Planes Pre-9/11<p></p><div style="text-align: left;"><span style="font-family: inherit;">By Mark Conlon</span></div><span style="font-family: inherit;"><br />Here's a selection of interviews talking about training exercises drills involving hijacked planes pre-9/11. These videos were uploaded on Shoestring's YouTube Channel. <a href="https://www.youtube.com/@Shoestring911" target="_blank">https://www.youtube.com/@Shoestring911 </a></span><p></p><p class="MsoNormal"><b><span style="font-family: inherit;">Exercise Was Held Shortly Before 9/11 Based on the
Scenario of 'a Jetliner Striking the Pentagon'</span><br /><o:p></o:p></b></p><div class="separator" style="clear: both; text-align: center;"><iframe allowfullscreen="" class="BLOG_video_class" height="266" src="https://www.youtube.com/embed/vDG3hDKDxb0" width="320" youtube-src-id="vDG3hDKDxb0"></iframe></div><p></p>
<p class="MsoNormal"><span style="font-family: inherit;">Source: <a href="https://youtu.be/vDG3hDKDxb0?si=saowihlOM6wMTVPo">https://youtu.be/vDG3hDKDxb0?si=saowihlOM6wMTVPo</a><br />
<br />
Two clinics at the Pentagon held a training exercise in the summer of 2001
that, presciently, was based around the scenario of an airliner crashing into
the Pentagon. This is revealed by John Baxter, who was commander of the Air
Force Flight Medicine Clinic at the time of the 9/11 attacks. Baxter recalls
that in the summer of 2001, he and James Geiling, then commander of the
DiLorenzo Tricare Health Clinic, discussed having a joint exercise between
their two clinics. They "decided on a scenario of a jetliner striking the
Pentagon at the heliport," Baxter says. They didn't envision the crash
being the result of terrorism, though. Instead, they were thinking about the
fact that planes coming in to land at Ronald Reagan Washington National Airport
turned right over the Pentagon as they made their final approach to the
airport. The two men therefore "thought it would be a somewhat realistic
scenario that one of these airliners could get off course, get their altitude
wrong, have a mechanical problem, and strike the Pentagon." The resulting
exercise helped them identify a few "issues that were deficient" and
correct these problems before the Pentagon was attacked on September 11 that
year. This is an excerpt from episode 162 of the podcast series, "Borne
the Battle," which was released on September 11, 2019.<br /><br />
</span><b><span style="font-family: inherit;">C-130 Cargo Planes Sometimes Played Hijacked Aircraft in Military Exercises,
NORAD Employee Reveals</span><o:p></o:p></b></p><div class="separator" style="clear: both; text-align: center;"><iframe allowfullscreen="" class="BLOG_video_class" height="266" src="https://www.youtube.com/embed/E0bvmbemX4E" width="320" youtube-src-id="E0bvmbemX4E"></iframe></div>
<p class="MsoNormal"><span style="font-family: inherit;"><span style="font-family: inherit;">Source: <a href="https://youtu.be/E0bvmbemX4E?si=vPeK4D2Sq6GyvaBQ">https://youtu.be/E0bvmbemX4E?si=vPeK4D2Sq6GyvaBQ</a><br />
<br />
A woman who was working as an ID technician at NORAD's Northeast Air Defense
Sector (NEADS) on September 11, 2001, reveals that a C-130--a type of military
cargo aircraft--would sometimes be used to play a hijacked plane in NORAD
training exercises. The ID tech--either Shelley Watson or Stacie
Rountree--explains that when the Federal Aviation Administration (FAA) was
involved in NORAD exercises, "the majority of the time we had a military
aircraft, real-world, out there flying over land, coming into our area where we
were gonna hold the exercise." The ID tech goes on to specify that the
military aircraft playing a hijacked plane in the exercise could be a C-130,
saying that the FAA would be instructed, "This guy's a C-130, he's gonna
fake these guys out, he's gonna pretend he's hijacked, don't tell [NEADS] who
it is." This clip is taken from "Team 8 Interview with Maureen
Dooley, Shelley Watson, and Stacie Roundtree of the Northeast Air Defense
Sector." 9/11 Commission, October 27, 2003, https://catalog.archives.gov/id/20701...
. The clip begins just over 55 minutes into the full audio file. Image credit:
Stacia Rountree / Eastern Air Defense Sector.<br />
<br />
</span><b><span style="font-family: inherit;">United Airlines Held a Realistic Drill 12 Days Before 9/11 That Simulated
One of Its Planes Crashing</span><o:p></o:p></b></span></p><p class="MsoNormal"></p><div class="separator" style="clear: both; text-align: center;"><iframe allowfullscreen="" class="BLOG_video_class" height="266" src="https://www.youtube.com/embed/m7XMMoWjffE" width="320" youtube-src-id="m7XMMoWjffE"></iframe></div><p></p>
<p class="MsoNormal"><span style="font-family: inherit;">Source: <a href="https://youtu.be/m7XMMoWjffE?si=Pl829eNLUlHrR6LM">https://youtu.be/m7XMMoWjffE?si=Pl829eNLUlHrR6LM</a><o:p></o:p></span></p>
<p class="MsoNormal"><span style="font-family: inherit;">Andy Studdert, chief operating officer of United Airlines on
September 11, 2001, describes a shockingly realistic "no-notice
drill" he arranged that was held on August 30, 2001. In it, airline
employees were led to believe one of their Boeing 747s had crashed while flying
over the Pacific Ocean, on its way to Australia. Studdert initially allowed
personnel in the airline's operations center to think the crash was real. Many
of them were devastated. There were "people throwing up in the hall"
and "people crying," Studdert recalls. Only after half an hour did he
reveal the truth, announcing, "This has been a no-notice drill, there is
no event, everything's fine." Twelve days later, two United Airlines
planes were hijacked as part of the 9/11 terrorist attacks. Studdert claims
that many people subsequently came up to him and thanked him because, as a
result of his drill, "we were ready" on September 11. This is an
excerpt from "Preparing Your Organization for a Crisis: Lessons From
United Airlines Emergency Preparation, Pre-9/11," an interview with Andy
Studdert by the Center for Values-Driven Leadership at Benedictine University
on February 27, 2012.<br /></span></p>
<p class="MsoNormal"><b><span style="font-family: inherit;">Pre-9/11 Hijack Exercise Involved an American Airlines
Plane with Real People Playing Its Passengers</span><o:p></o:p></b></p><p class="MsoNormal"></p><div class="separator" style="clear: both; text-align: center;"><iframe allowfullscreen="" class="BLOG_video_class" height="266" src="https://www.youtube.com/embed/Z1gfx-1TQpA" width="320" youtube-src-id="Z1gfx-1TQpA"></iframe></div><p></p>
<p class="MsoNormal"><span style="font-family: inherit;">Source: <a href="https://youtu.be/Z1gfx-1TQpA?si=JRa8R7Ta05xJs3T9">https://youtu.be/Z1gfx-1TQpA?si=JRa8R7Ta05xJs3T9</a><o:p></o:p></span></p>
<p class="MsoNormal"><span style="font-family: inherit;"><span>Colin Scoggins, a military operations specialist at the
FAA's Boston Air Route Traffic Control Center, describes a joint FAA/military
training exercise held in 1995 or 1996 in which a real American Airlines
aircraft apparently played the part of a hijacked plane and this aircraft
"actually had passengers on board." Notably, two of the aircraft that
were hijacked on 9/11--Flight 11 and Flight 77--were also American Airlines
planes. This audio is a taken from Scoggins's interview with the 9/11 Commission
on September 24, 2003.</span></span></p><p class="MsoNormal"><br /><o:p></o:p></p>Mark Conlonhttp://www.blogger.com/profile/16886787125931324069noreply@blogger.com0tag:blogger.com,1999:blog-21091296366336430.post-62910701863716359082024-01-11T21:11:00.009+00:002024-03-13T21:13:45.566+00:00United 93: Nicole Carol Miller Photograph & Misinformation<p style="text-align: left;"><span style="font-family: inherit;">By Mark Conlon<br /><br /></span></p><p class="MsoNormal"><span style="font-family: inherit;">A photo of United 93 passenger Nicole Carol Miller at Newark Airport has been circulating the internet, which is
thought to show Nicole about to board her flight, United 93 on 9/11. After extensive
research into the original "uncropped" photograph which I obtained, I
can now confirm that the photograph was most likely taken a couple days before 9/11. If look closely you can see the AA logo on the boarding sign. The photo appears to be taken as Nicole was boarding an American
Airlines flight, not a United flight. <br /><br />Nicole was on vacation in
NYC and NJ. Nicole was originally due to fly back to San
Jose, California on the 10th September, according to her father, however because
of a thunderstorm on the evening of 10th September, it forced
Nicole to be rescheduled onto United 'Flight 93' the next morning, 11th
September 2001.</span></p><p class="MsoNormal"><span style="font-family: inherit;"><o:p></o:p></span></p>
<p class="MsoNormal"><span style="font-family: inherit;">Below, I can share an exclusive uncropped
version of the photograph of Nicole, which to my knowledge is a very rare version of the photograph.</span></p><div><p class="MsoNormal"></p><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi4EGLJwZ68_aF17uhxU_dV_McT4xHHmuJfcwuhOAiHbf-nb8EV03ElZ4FOWlHqLxaaEFahdN-_ngwVQfwyjck0b-YbsAUPPLx32BofeDLIGzHUAIZqnWVU2WWJtvAj-_4cz8p6TDMU8-Ye-Lkn346fVpUY7bZwgEUNtrbPqAc0GgYb0hVu9ZJ6p4Ugmw/s956/NCM9-10-2001.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="553" data-original-width="956" height="231" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi4EGLJwZ68_aF17uhxU_dV_McT4xHHmuJfcwuhOAiHbf-nb8EV03ElZ4FOWlHqLxaaEFahdN-_ngwVQfwyjck0b-YbsAUPPLx32BofeDLIGzHUAIZqnWVU2WWJtvAj-_4cz8p6TDMU8-Ye-Lkn346fVpUY7bZwgEUNtrbPqAc0GgYb0hVu9ZJ6p4Ugmw/w400-h231/NCM9-10-2001.jpg" width="400" /></a></div><p></p><p class="MsoNormal"><span style="line-height: 107%;"><span style="font-family: inherit;">I have also obtained a short piece of video footage of
Nicole at a family wedding. I hope this clears up the misinformation which has been circulating the internet about this photograph. </span></span></p><p class="MsoNormal"><span style="line-height: 107%;"><span><span style="font-family: inherit;">Thanks for reading, until my next blog post. </span><br /><br /><br /></span></span></p></div>Mark Conlonhttp://www.blogger.com/profile/16886787125931324069noreply@blogger.com0tag:blogger.com,1999:blog-21091296366336430.post-44305180481171053972024-01-03T16:10:00.007+00:002024-03-13T21:13:43.563+00:00American Airlines "Flight 77" Official DCC Radar Flight Path Evidence (Visual Study)<p style="text-align: center;"> <span style="font-family: inherit;">By Mark Conlon<br /></span></p><div style="text-align: left;"><p class="MsoNormal"><span><span style="line-height: 107%;"><span style="font-family: inherit;">In this video I discuss
American Airlines Flight 77's "official" DCC Radar flight path, using
the "official" radar evidence which was obtained under a Freedom of
Information Act. (FOIA). The DCC Radar data has not been seen by the public
until its release. The DCC radar data coordinates were very different to the
Rades84 coordinates, which is a major conflict for the "official"
narrative. The DCC Radar evidence is also backed-up by FAA & NORAD
communication recordings and transcripts, showing that AA77 did not turn around
on the Kentucky OHIO boarder, and head back towards Washington, but continued
in its flight path towards Falmouth, St Louis and Missouri and into Kansas,
before heading back again towards Missouri and then back to Kansas, then disappearing
off radar. </span><br /><span style="font-family: Times New Roman, serif; font-size: 12pt;"><o:p></o:p></span></span></span></p><div class="separator" style="clear: both; text-align: center;"><span style="font-family: times; font-size: medium;"><iframe allowfullscreen="" class="BLOG_video_class" height="266" src="https://www.youtube.com/embed/58MRemChqxE" width="320" youtube-src-id="58MRemChqxE"></iframe></span></div><p></p><span style="font-family: inherit;">Thank you all for your interest in my research. Please Like or Subscribe to my channel, and feel free to leave a comment or feedback. I do try to interact with my subscribers who leave comments.</span></div><div style="text-align: left;"><span style="font-family: times; font-size: medium;"><br /></span></div><p></p>Mark Conlonhttp://www.blogger.com/profile/16886787125931324069noreply@blogger.com0tag:blogger.com,1999:blog-21091296366336430.post-18569705587429202172023-11-30T14:59:00.007+00:002024-03-13T21:13:39.071+00:00AA77 - Official Rades84 & DCC Radar Flight Path Anomalies <p style="text-align: center;"> <span style="font-family: inherit;">By Mark Conlon<br /></span></p><div><span style="font-family: inherit;"><span>In this video I discuss the discrepancies between American Airlines Flight 77's flight path, using two different pieces of "official" radar evidence, between the Rades84 radar data and DCC radar data. </span><span>The DCC radar data was only released under a Freedom of Information request, and has not been seen by the public until its release. I also discuss "official" Air Traffic Control (ATC) transcripts evidence, which backs up the DCC radar data coordinates, along with CNN News coverage, showing Flight Explorer radar path for AA77, no making a turn back towards Washington.</span></span></div><div><div><span style="font-family: times; font-size: medium;"><br /><div class="separator" style="clear: both; text-align: center;"><iframe allowfullscreen="" class="BLOG_video_class" height="266" src="https://www.youtube.com/embed/ucavEUo050w" width="320" youtube-src-id="ucavEUo050w"></iframe></div><br /></span><span style="font-family: inherit;">Thank you all for your interest in my research. Please follow my blog, or subscribe to my YouTube channel, and leave a like or comment. </span></div></div><div><br /></div>Mark Conlonhttp://www.blogger.com/profile/16886787125931324069noreply@blogger.com0tag:blogger.com,1999:blog-21091296366336430.post-5064884514865465742023-05-02T22:19:00.011+01:002024-03-13T21:13:36.993+00:00Photograph Emerges of 'Flight 77' at Gate D26, Dulles Airport on 9/11<p class="MsoNormal"></p><div style="text-align: center;"><span style="font-family: inherit;">By Mark Conlon</span></div><span style="line-height: 107%;"><span><span style="font-family: inherit;"><br />This photograph is "allegedly" of American Airlines "Flight 77" at
Dulles Airport on 9/11, taken by Gwen Faulkner. This is the same lady who
took two other photographs of some of the passengers at Gate D26, which I
shared in a previous <a href="https://mark-conlon.blogspot.com/2020/05/american-airlines-flight-77-independent_26.html" target="_blank">blog post</a>. Gwen took photographs of the school pupils who won a National Geographic
competition who were being accompanied by their teachers on the trip on 9/11. </span><span style="font-family: times; font-size: large;"><o:p></o:p></span></span></span><p></p><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhZWSL_jqH5zAAE_ARiVH6Uq5SmXhlbSXaTFxrZoQqLNeQDfiMzRk6o2hG5SlROtnLN3GwYCh5A_T60sG3Ddplh-TIYjkvd5TeCIrTdiPIUY5pa40CCClGSfil68j2Oid8LRhBF-5n5Zwfhz8R0xxwQM1h0_z95-rFRiW_e1gSm6OP9Cwsv2yuqxso/s526/344705487_158430270264418_357977645722195800_n.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="526" data-original-width="526" height="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhZWSL_jqH5zAAE_ARiVH6Uq5SmXhlbSXaTFxrZoQqLNeQDfiMzRk6o2hG5SlROtnLN3GwYCh5A_T60sG3Ddplh-TIYjkvd5TeCIrTdiPIUY5pa40CCClGSfil68j2Oid8LRhBF-5n5Zwfhz8R0xxwQM1h0_z95-rFRiW_e1gSm6OP9Cwsv2yuqxso/w400-h400/344705487_158430270264418_357977645722195800_n.jpg" width="400" /></a></div><p class="MsoNormal"><span><span style="font-family: inherit; line-height: 107%;">Here's the other two photographs below, taken by Gwen Faulkner, of the school children with their teachers, and two National Geographic
Channel people on the right at Dulles Airport on 9/11.</span></span></p><p class="MsoNormal"><span style="font-family: times; font-size: medium;"></span></p><div class="separator" style="clear: both; text-align: center;"><span style="font-family: times; font-size: medium;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhTndFr9Gc1yA_JaDs18H__iKv-UpuRAvwFsRa6MdzjhTeF4BlaUMJLMymA4FKwIooBVeIApDHoX5ZRlhQKCNpepNK5zRFPUms_QOT0efdHNOlpqlfbu6LhZnfOCW581AfWv-2GMTc4XNnZSICL6Rmui4q2Ogz_ZHXz0OE7YmBQ1rLgM12ZOzMhdyE/s701/08.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="469" data-original-width="701" height="268" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhTndFr9Gc1yA_JaDs18H__iKv-UpuRAvwFsRa6MdzjhTeF4BlaUMJLMymA4FKwIooBVeIApDHoX5ZRlhQKCNpepNK5zRFPUms_QOT0efdHNOlpqlfbu6LhZnfOCW581AfWv-2GMTc4XNnZSICL6Rmui4q2Ogz_ZHXz0OE7YmBQ1rLgM12ZOzMhdyE/w400-h268/08.jpg" width="400" /></a></span></div><span><span style="line-height: 107%;"><br /><span style="font-family: inherit;">
The photograph below was taken at the boarding gate D26, when the school children and
teachers were boarding the plane, along with capturing some of the other
passengers too who boarded Flight 77.<br /></span><br /><span style="font-family: times; font-size: large;"><o:p></o:p></span></span><div class="separator" style="clear: both; font-family: times; font-size: large; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjff6qlJdHew65-82wdILWsmPqxfFGXnfJFfiKa-KSboqogMT5mzBRmIUW95pFwYHFiDo95UqzzeOKXilvwkjgBqFZJKR0N9d_Jb61akApXmym5_Frt5QH_l5UdiC0FkPaaPx6lBc-UvlTr2xRNrI3KnGdbGebxMuQCJ2SwU23y5yHbu2lVecVSjCU/s744/06.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="445" data-original-width="744" height="239" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjff6qlJdHew65-82wdILWsmPqxfFGXnfJFfiKa-KSboqogMT5mzBRmIUW95pFwYHFiDo95UqzzeOKXilvwkjgBqFZJKR0N9d_Jb61akApXmym5_Frt5QH_l5UdiC0FkPaaPx6lBc-UvlTr2xRNrI3KnGdbGebxMuQCJ2SwU23y5yHbu2lVecVSjCU/w400-h239/06.jpg" width="400" /></a></div></span><p></p>
<p class="MsoNormal"><span style="line-height: 107%;"><span><span style="font-family: inherit;">List of Passengers: <br /><br />A: Dora Marie Menchaca<br />
B: Dong Chul Lee<br />
C: Sara M. Clark<br />
D: Robert Penninger<br />
E: James D. Debeuneure<br />
F: Asia S. Cottom<br />
G: Karen Ann Kincaid<br />
H: Rodney Dickens<br /><br />Thanks for reading and caring! </span><br /><br /></span><span style="font-family: Times New Roman, serif; font-size: 12pt;"><o:p></o:p></span></span></p>Mark Conlonhttp://www.blogger.com/profile/16886787125931324069noreply@blogger.com0tag:blogger.com,1999:blog-21091296366336430.post-790188745658033042023-01-23T15:36:00.007+00:002024-03-13T21:13:34.782+00:00Interview with Rowland Morgan - "Flight 93 REVEALED" From 2007<p style="text-align: center;"> <span style="font-family: inherit;">By Mark Conlon</span><br /><br /></p><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgIMunRHhLzzFiiW_NsyyOOIcH1NDrDOvvxIWqnddOfnT6RYrHL_JtrUTZFS5wq9sNziE3-mNOrhkkJstjoH_V2VPPwkkx7U2_UiS0z5I6o1qUIemfB1gndlBcxQpHlmJJlKsw4r4_eG4-7LOy98vXoRGzt3lIVVhJkBeRDruhnu2SUDwLDebcVgjQ/s1110/Ft93.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="622" data-original-width="1110" height="224" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgIMunRHhLzzFiiW_NsyyOOIcH1NDrDOvvxIWqnddOfnT6RYrHL_JtrUTZFS5wq9sNziE3-mNOrhkkJstjoH_V2VPPwkkx7U2_UiS0z5I6o1qUIemfB1gndlBcxQpHlmJJlKsw4r4_eG4-7LOy98vXoRGzt3lIVVhJkBeRDruhnu2SUDwLDebcVgjQ/w400-h224/Ft93.jpg" width="400" /></a></div><br /><div style="text-align: left;"><p class="MsoNormal"><span style="line-height: 107%;"><span style="font-family: inherit;">This is an interview which I found worthy of a share on my blog. It is from 2007 with Rowland Morgan who
is the author of the book - Flight 93 Revealed: What Really Happened on the
9/11 "let's Roll" Flight? This interview was conducted by Guns &
Butter in 2007.</span><br /><br /></span></p><div style="text-align: center;"><span style="line-height: 107%;"><span style="font-family: "Times New Roman", serif; font-size: 12pt;"> </span><iframe frameborder="0" height="180" scrolling="no" src="https://www.bitchute.com/embed/GCaveln6fvYI/" style="border: none;" width="320"></iframe></span></div><span style="line-height: 107%;"><br /><span style="font-family: inherit;"><span>You can find the original show here:
<a href="https://soundcloud.com/guns-and-butter-1/flight-93-revealed-rowland-morgan-133">https://soundcloud.com/guns-and-butter-1/flight-93-revealed-rowland-morgan-133</a></span><span><o:p></o:p></span></span></span><p></p>
<p class="MsoNormal"><span style="font-family: inherit; line-height: 107%;">You can download Rowland Morgan's - Voices: 40
phone-calls changed the world that day---but were they real? This is a 320 page
PDF document: <a href="https://documents.pub/document/voices-rowland-morgan.html?page=1">https://documents.pub/document/voices-rowland-morgan.html?page=1</a><o:p></o:p></span></p>
<p class="MsoNormal"><span style="line-height: 107%;"><span style="font-family: inherit;">You can purchase Rowland Morgan's book here:
<a href="https://www.amazon.co.uk/Flight-93-Revealed-Really-Happened/dp/0786718730">https://www.amazon.co.uk/Flight-93-Revealed-Really-Happened/dp/0786718730</a><br /><br /></span></span></p></div><p></p>Mark Conlonhttp://www.blogger.com/profile/16886787125931324069noreply@blogger.com0tag:blogger.com,1999:blog-21091296366336430.post-58835480914228293102022-02-25T15:45:00.024+00:002024-03-13T21:13:31.999+00:00NEW "Flight 175" Plane Video - Taken From Ferry At Battery Park On 9/11 <p></p><div style="text-align: center;"><span style="font-family: inherit;">By Mark Conlon</span></div><p class="MsoNormal"><span style="line-height: 107%;"><span style="font-family: inherit;">This is a short blog to inform people of a new 2nd plane (UA175) video captured by Kevin Westly on 9/11 which was uploaded to YouTube on 24th February 2022. The video was taken from the top deck of the ferry in Battery Park, close by to where the famous Michael Hezarkhani video was taken, along with Carmen Taylor's photographs she took. </span><br /></span></p><div class="separator" style="clear: both; text-align: center;"><iframe allowfullscreen="" class="BLOG_video_class" height="266" src="https://www.youtube.com/embed/o6t31R4tI10" width="320" youtube-src-id="o6t31R4tI10"></iframe></div><br /><span><span style="font-family: inherit;"><span style="font-family: inherit;">Here's the original video source from Kevin's YouTube
channel, which can be found here: <a href="https://youtu.be/o6t31R4tI10">https://youtu.be/o6t31R4tI10</a><br /><br />Interestingly, Hezarkhani can be seen in the video when Kevin Westly pans around the ferry boat. Hezarkhani was clearly is not using a tripod which was claimed by Steve De'ak. See below: </span><br /></span><br /><span style="font-family: times; font-size: large;"><o:p></o:p></span></span><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/a/AVvXsEjbTfrpUHPIK2iRHisf9vvnf4JyUk6qw13wuW9i-vCO1KPWngTKpbUtr_BIQasNqKBFWW3DsSWTPYBIDR_VJPjasEis51r4o9JMj7PPpi_PW2pfeXUfH4bFgt30rmlm1BMp9_RHCyJPbF8hyY9dnTLah4NYgYVSgNgg8_x6v3FsUIWUaNyBqBOo2F4=s1160" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="830" data-original-width="1160" height="286" src="https://blogger.googleusercontent.com/img/a/AVvXsEjbTfrpUHPIK2iRHisf9vvnf4JyUk6qw13wuW9i-vCO1KPWngTKpbUtr_BIQasNqKBFWW3DsSWTPYBIDR_VJPjasEis51r4o9JMj7PPpi_PW2pfeXUfH4bFgt30rmlm1BMp9_RHCyJPbF8hyY9dnTLah4NYgYVSgNgg8_x6v3FsUIWUaNyBqBOo2F4=w400-h286" width="400" /></a></div><br /><span style="font-family: inherit;">The 4 photos below show Carmen Taylor's location on the ferry boat. 3 of the photos are Carmen Taylor's <a href="https://www.tapatalk.com/groups/pumpitout/carmen-taylor-answers-questions-t3017-s140.html">personal photos which she posted to Canadian researcher Jeff Hill on his pumpitout forum</a> after disclosing her location to him during a <a href="http://www.checktheevidence.co.uk/audio/911/JeffHillsPhoneCalls/Pumpitout.com%20-%20Carmen%20Taylor%2014%20Oct%2007.mp3" target="_blank">phone call</a>, explaining where she was located on the corner of the ferry boat, wedged in between the metal box and guard rail, which she shows in her 2 photos. </span><br /><p></p><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/a/AVvXsEjhEc-DfiBCeGxgx54CO6A7wZ9HXE527p1DGgTX5WWXjT6Eh9DEZTRYgrzZPienrcsxfwuXYHoOfmX5_W9bx9hmVqOKicym_f0ttt5JMEodso0Bh4icJtV3Fq72cAh1F58q5QRINMxmswdv11jahsNjByWRTBK9zs0TZxBz9EFNdjdeYI44Ma_-8Qs=s1418" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="1032" data-original-width="1418" height="291" src="https://blogger.googleusercontent.com/img/a/AVvXsEjhEc-DfiBCeGxgx54CO6A7wZ9HXE527p1DGgTX5WWXjT6Eh9DEZTRYgrzZPienrcsxfwuXYHoOfmX5_W9bx9hmVqOKicym_f0ttt5JMEodso0Bh4icJtV3Fq72cAh1F58q5QRINMxmswdv11jahsNjByWRTBK9zs0TZxBz9EFNdjdeYI44Ma_-8Qs=w400-h291" width="400" /></a></div><br /><span style="font-family: inherit;">If anything, I hope it clears up the matter regarding Michael Hezarkhani and Carmen Taylor being present on the ferry boat in an elevated position which I have maintained for many years since doing various analysis and studies of the video and photos. <br /></span><div><span style="font-family: inherit;"> </span><p></p></div>Mark Conlonhttp://www.blogger.com/profile/16886787125931324069noreply@blogger.com0tag:blogger.com,1999:blog-21091296366336430.post-34755300001680123032021-11-12T13:47:00.011+00:002024-03-13T21:13:30.149+00:00Navy Patent 2018: Aircraft Ghost Image 3D Volumetric Projection Counter-Measure Defence System <p></p><div style="text-align: center;"><span style="font-family: inherit;"><span style="line-height: 107%;"><span>By Mark Conlon</span></span><span><span> </span></span></span></div><span style="font-family: inherit;"><span><span style="color: #050505;"><br /></span><span style="line-height: 107%;">For those who watched the new 9/11 Alchemy "A Big Idea" </span><span style="color: #050505;"> </span>documentary film by Chris Hampton of Wolf Clan Media, and are interested in the patent myself and Chris discussed
regarding the 3D volumetric "ghost image" projection technology in relation to the airplanes on 9/11, here's
a link so you can study the patent in more depth and its potential uses and claims
outlined in the document. <br /></span>Source: <a href="https://patentimages.storage.googleapis.com/ad/27/1c/baede7d8638bd6/US20200041236A1.pdf">https://patentimages.storage.googleapis.com/ad/27/1c/baede7d8638bd6/US20200041236A1.pdf</a></span><p></p><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiLZtPGoK20RMttaSHPxsQ6PM7eDWlP8nWq8xKC_3dwSdLA-QcnLZxmZGla5dL28BBLa_r4wkVpQ3B-QrNEvbpz7RZC6t8sOMvO3SJ9X8VAvElim6p-pQJIoB6iz7IGQhc0kzp__0Wb6A/s675/Patent1.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="675" data-original-width="533" height="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiLZtPGoK20RMttaSHPxsQ6PM7eDWlP8nWq8xKC_3dwSdLA-QcnLZxmZGla5dL28BBLa_r4wkVpQ3B-QrNEvbpz7RZC6t8sOMvO3SJ9X8VAvElim6p-pQJIoB6iz7IGQhc0kzp__0Wb6A/w316-h400/Patent1.jpg" width="316" /></a></div><p><span style="font-family: inherit;"><span>New technology under patent by the U.S. Navy could
shift the odds in the favour of stealth aircraft: leveraging lasers to produce
plasma bursts that could trick inbound missiles into thinking they’ve found a
jet to chase that would actually be little more than a hologram. </span><span><span>See Sandboxx video here at this link</span><span> </span></span><span><a href="https://youtu.be/MDSVJfuyJlk" target="_blank">https://youtu.be/MDSVJfuyJlk</a>, or watch the embedded video below: </span></span></p><div class="separator" style="clear: both; text-align: center;"><iframe allowfullscreen="" class="BLOG_video_class" height="266" src="https://www.youtube.com/embed/MDSVJfuyJlk" width="320" youtube-src-id="MDSVJfuyJlk"></iframe></div><p><span style="font-family: inherit;">Read more about this cutting edge Navy technology:<br /><a href="https://www.sandboxx.us/blog/cutting-edge-navy-tech-could-fake-fighters-ufos-using-lasers/">https://www.sandboxx.us/blog/cutting-edge-navy-tech-could-fake-fighters-ufos-using-lasers/</a></span></p><p><span style="font-family: times; font-size: medium;"><br /></span></p>Mark Conlonhttp://www.blogger.com/profile/16886787125931324069noreply@blogger.com0tag:blogger.com,1999:blog-21091296366336430.post-80866076019632736392021-09-20T11:20:00.007+01:002024-03-13T21:13:27.288+00:00Flight Explorer Shows American Airlines 'Flight 77' Did Not Turn Around At Kentucky & Ohio Boarder On CNN News Sept 11th<p class="MsoNormal"></p><div style="text-align: center;"><span style="font-family: inherit;">By Mark Conlon</span></div><span style="font-family: inherit; line-height: 107%;"><span><br /></span><span>Evidence shows that AA77 did not turn around on the
Kentucky and Ohio boarder like we are led to believe and head back to Washington
to crash into the Pentagon on Sept 11th 2001. Other supporting evidence shows
this also, showing that it flew over Missouri.</span></span><p></p><p class="MsoNormal"><span style="line-height: 107%;"></span></p><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEipy_qsbG2XIkDK0_SiM3wu_JsrR2UiJkUlKrx-egDd8md6KNL77DBlxRUaX8_Joz3iB0oUowFY_Fcfr4NAJJPuSkRv0nKwntA0UK2ASifcgqnhEO2HYgUkhiFIj0duDS5wkCUKaEBZ2g/s719/AA77-FAA+Radar+Showing+AA77+Didn%2527t+Turn+Around.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="525" data-original-width="719" height="293" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEipy_qsbG2XIkDK0_SiM3wu_JsrR2UiJkUlKrx-egDd8md6KNL77DBlxRUaX8_Joz3iB0oUowFY_Fcfr4NAJJPuSkRv0nKwntA0UK2ASifcgqnhEO2HYgUkhiFIj0duDS5wkCUKaEBZ2g/w400-h293/AA77-FAA+Radar+Showing+AA77+Didn%2527t+Turn+Around.jpg" width="400" /></a></div><br /><span style="font-family: inherit;">CNN showed the real-time Flight Explorer flight path
location of AA77, showing the plane was transmitting its positional location.
Meaning the transponder was on. This now indicates that the black box data
flight path study could not have been from AA77's flight path, which could go
some way to explaining the discrepancies in the flight path study its self as
presented by NTSB.<br /><br /></span><p></p>Mark Conlonhttp://www.blogger.com/profile/16886787125931324069noreply@blogger.com0tag:blogger.com,1999:blog-21091296366336430.post-10912467134959682282020-12-30T15:37:00.013+00:002024-03-13T21:13:24.705+00:00Calum Douglas: Investigation into the Flight Data Recorder Information from AAL 'Flight 77' <p></p><p class="MsoNormal"></p><div style="text-align: center;"><span style="font-family: inherit;">By Mark Conlon</span></div><div style="text-align: center;"><span style="font-family: times; font-size: medium;"><br /></span></div><span style="line-height: 107%;"><span><div class="separator" style="clear: both; font-family: times; font-size: large; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgz2NDqpfP1ITTtv9SESzVAqsrie5TbC9dH_IGhcUa7rteBSv4-rVYAAeocUhjFbqfYtD9R4djDnFuV4Ssb9X2xTOJcC85nwf5nvqu0sAgtxUA9BTjLi-Hquhs7Fs5IHnq8SljiaWJ9iw/s709/Calum1.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="473" data-original-width="709" height="267" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgz2NDqpfP1ITTtv9SESzVAqsrie5TbC9dH_IGhcUa7rteBSv4-rVYAAeocUhjFbqfYtD9R4djDnFuV4Ssb9X2xTOJcC85nwf5nvqu0sAgtxUA9BTjLi-Hquhs7Fs5IHnq8SljiaWJ9iw/w400-h267/Calum1.jpg" width="400" /></a></div><br /><span style="font-family: inherit;">This is a very important presentation by Calum Douglas, who is a researcher for 'Pilots For 9/11 Truth'. Calum presents his investigation into the "official" flight data recorder information from American Airlines 'Flight 77' which hit the Pentagon on September 11, 2001, The data was obtained under
the US Freedom of Information Act. Play video from this link here:
<a href="https://www.bitchute.com/video/XrlUc0nDRvji/">https://www.bitchute.com/video/XrlUc0nDRvji/</a> Or play the video embedded below: </span><br /><br /><div style="text-align: center;"><div style="text-align: left;"><div style="font-family: times; font-size: large; text-align: center;"><iframe frameborder="0" height="180" scrolling="no" src="https://www.bitchute.com/embed/XrlUc0nDRvji/" style="border: none;" width="320"></iframe></div><span><span><br /><span style="font-family: inherit;"><br />Video of his presentation was recorded 8th June 2007 at the Indian YMCA in London. </span></span></span><span><span style="font-family: inherit;">Opening sequence by Calum Douglas, produced by flamesong.com - okulomedia.com</span></span></div></div></span></span><div><span style="font-family: inherit;"><div style="text-align: left;"><br /></div></span></div><div style="text-align: center;"><br /></div>Mark Conlonhttp://www.blogger.com/profile/16886787125931324069noreply@blogger.com0tag:blogger.com,1999:blog-21091296366336430.post-24048910575933126202020-05-27T15:15:00.122+01:002024-03-13T21:13:21.889+00:00United Airlines 'Flight 93' - "An Independent Analysis"<!--[if !mso]>
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<![endif]--><div class="MsoNormal" style="margin-bottom: 0.0001pt; text-align: center;"><span style="font-family: inherit;"><span style="line-height: 107%;">By</span><span style="line-height: 107%;"> </span><span style="line-height: 107%;">Mark Conlon</span></span></div>
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<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><b><span style="line-height: 107%;">Introduction:</span></b><span style="line-height: 107%;"></span></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;"><b><span style="font-family: inherit; line-height: 107%;"> </span></b></div>
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<span style="line-height: 107%;"><span style="font-family: inherit;">In
this analysis I explore conflicting official data evidence in relation to the alleged crash of "United Airlines "Flight 93" on 9/11. The evidence and data information I present in this analysis is
available in the public domain, and can be found from official sources. I will present my hypothesis which has been carefully deducted from the official evidence and data, along with circumstantial evidence, which I have gathered over the last 5 years of my independent analysis, which has led me to reach my conclusion. </span><br /><br /></span><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgE1_4pyOxHafTfhYzS1Yv_0rHkPssu79P187jLLxVv5DLD2f37X0SC9W60aCQH37jzG5KhsBgOQ1w2361MpGVpMi3gqTMybwQGlbYpUlsMUOy2xOEk8dfM6IdQ7R0sKhgCuAmtyRV7tQ/s623/911flight93september.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="398" data-original-width="623" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgE1_4pyOxHafTfhYzS1Yv_0rHkPssu79P187jLLxVv5DLD2f37X0SC9W60aCQH37jzG5KhsBgOQ1w2361MpGVpMi3gqTMybwQGlbYpUlsMUOy2xOEk8dfM6IdQ7R0sKhgCuAmtyRV7tQ/s320/911flight93september.jpg" width="320" /></a></div></div><div class="MsoNormal" style="margin-bottom: 0cm;"><br /></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><b><span style="line-height: 107%;">The
‘official’ narrative of United Airlines ‘Flight 93’ (UAL 93)</span></b><span style="line-height: 107%;"></span></span></div>
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<span style="font-family: inherit; line-height: 107%;">United
Airlines ‘Flight 93’ (UAL 93) was a domestic scheduled passenger flight which
was allegedly hijacked by four Al-Qaeda terrorists. It allegedly crashed into a
field in Somerset County, Pennsylvania, during an attempt by the passengers and
crew to regain control. The hijackers stormed the aircraft's cockpit 46 minutes
after take-off. The pilot and first officer took measures, by de-activating the
autopilot to hinder the hijackers. Ziad Jarrah, who had allegedly trained as a
pilot took control of the aircraft and diverted it back toward the east coast,
in the direction of Washington, D.C. Khalid Sheikh Mohammed and Ramzi bin
al-Shibh, considered principal instigators of the attacks had claimed that the
intended target was the Capitol Building. All 44 people on-board were killed,
including the four alleged hijackers. No one on the ground was injured. The
aircraft involved was a Boeing 757–222, registration number: N591UA was flying
United Airlines' daily scheduled morning flight from Newark International
Airport in New Jersey to San Francisco International Airport in California. <a href="https://en.wikipedia.org/wiki/United_Airlines_Flight_93">https://en.wikipedia.org/wiki/United_Airlines_Flight_93</a></span></div>
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<span style="font-family: inherit;"><br /></span></div>
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<span style="font-family: inherit;"><b><span style="line-height: 107%;">Discrepancies
with the official data evidence of UAL 93's take-off time </span></b><span style="line-height: 107%;"></span></span></div>
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<span style="font-family: inherit;"><br /></span></div>
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<span style="font-family: inherit; line-height: 107%;">UAL
93 was delayed for 41 minutes on the runway in Newark, and finally took-off at
8:42 a.m. according to the official narrative. Yet in the Bureau of
Transportation Statistics (BTS) database it reveals a discrepancy regarding the
"wheels-off time" of 8:28 a.m. (This is the moment when the plane lifts-off from
the runway). UAL 93's official wheels-off time is 8:42 a.m. Additionally, according to the Aircraft Communications Addressing and
Reporting System (ACARS) data, the wheels-off time is also 8:28 a.m. A similar
discrepancy was found in the case of United Airlines ‘Flight 175’, which had
the official wheels-off time of 8:14 a.m., but according to ACARS data, the
wheels-off time was at 8:23 a.m.</span></div>
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<span style="font-family: inherit;"><br /></span></div>
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<span style="font-family: inherit; line-height: 107%;">The
Aircraft Communications Addressing and Reporting System (ACARS) is a device
used to send messages to and from an aircraft. Very similar to text messages
and email we use today, Air Traffic Control, the airline itself, and other
airplanes can communicate with each other via this "texting" system.
ACARS was developed in 1978 and is still used today. Similar to cell phone
networks, the ACARS network has remote ground stations installed around the
world to route messages from ATC and the airline, to the aircraft depending on
its location and vice versa. <a href="https://www.skybrary.aero/index.php/Aircraft_Communications,_Addressing_and_ReportingSystem">https://www.skybrary.aero/index.php/Aircraft_Communications,_Addressing_and_ReportingSystem</a></span></div>
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<span style="font-family: inherit;"><br /></span></div>
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<span style="font-family: inherit; line-height: 107%;">To
understand further how the information was being generated, the wheels-off time
is triggered automatically by a mechanical sensor switcher when the airplane
loses contact with the ground during take-off. The data is then sent
automatically to the airline via the ACARS, and then the airline forwards the
data to the BTS on a regular basis. Ostensibly, no human intervention is
involved, thus no human failure is possible. An obvious question to ask is: how
can two pieces of "official" data of the take-off time be in conflict with the offical narrative? The
answer is they cannot. A question that has to be asked is, does this suggest or
indicate the possibility that a duplicate airplane took-off for this
discrepancy to happen? Evidence suggesting this possibility exists with the
account of Anthony F. Mazza with UAL 93 at Newark Airport on 9/11.</span></div>
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<span style="font-family: inherit;"><b><span style="line-height: 107%;">The
strange encounter that Anthony F. Mazza had with UAL 93 at Newark Airport on
9/11</span></b><span style="line-height: 107%;"></span></span></div>
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<span style="font-family: inherit;"><br /></span></div>
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<span style="font-family: inherit;"><span style="line-height: 107%;">On
the morning of 9/11, Anthony F. Mazza was working at Newark Airport as a
fuelling technician. One of the planes he provided with fuel was United
Airlines 'Flight 93'. In the cockpit of the plane he met a person who was
apparently neither Leroy Homer, Jr, the co-pilot, nor Jason Dahl, the pilot. <br /></span><span><br />On
Oct. 19, 2001, Anthony F. Mazza was interviewed by the FBI. Here's the FBI
report: <br /></span><span><br />Anthony
F. Mazza, Mazza worked as a fueler for Ogden Aviation Services at Newark
International Airport since 1973. Mazza fuelled United Airlines ‘Flight 93’ on
September 11, 2001 prior to its departure and crash in western Pennsylvania.
Mazza stated that everything seemed normal on the flight including the amount
of fuel that was pumped into Flight 93's tank. Mazza stated that prior to the
passengers boarding Flight 93, he had completed fuelling the plane and
proceeded to the cockpit to inform the co-pilot of the completed task. This has
been the standard operating procedure for United flights out of Newark for many
years. Mazza entered the cockpit where he handed the fuelling sheet to a young
Caucasian male, well groomed, brown hair and a white shirt, who was sitting in
the co-pilot's seat. The male responded to Mazza by saying thank you and taking
the paper from him. Mazza then departed Flight 93 prior to the passengers
boarding. Mazza stated that this was approximately 30 minutes prior to the
scheduled departure time. Mazza was interviewed by FAA employee John Patani
shortly after the crash in western Pennsylvania. Mazza stated that he reported
that there was nothing unusual on the day of the flight and that the plane had
been fuelled without incident. </span><a href="http://911woodybox.blogspot.com/2009/09/who-was-male-in-flight-93s-co-pilot.html">http://911woodybox.blogspot.com/2009/09/who-was-male-in-flight-93s-co-pilot.html</a></span></div>
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<span style="font-family: inherit;"><br /></span></div>
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<span style="font-family: inherit; line-height: 107%;">On
Friday, October 12, 2001 Mazza saw a memorial for the crew of Flight 93 and saw
pictures of the co-pilot of Flight 93. The picture was the actual co-pilot of
Flight 93, who was Leroy Homer. Mazza stated that he was certain that the
co-pilot he spoke with was not Mr. Homer. <a href="http://www.911myths.com/images/e/ed/Team7_Box12_LeroyHomer.pdf">http://www.911myths.com/images/e/ed/Team7_Box12_LeroyHomer.pdf</a>
</span></div>
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<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit; line-height: 107%;">Who
was the "male" in the co-pilot's seat, if it wasn't neither Leroy
Homer nor Jason Dahl, the pilot? After seeing the memorial, Mazza
obviously took the initiative to contact the FBI. Had he identified Dahl -
whose picture he certainly saw, too - as the "male", he would not
have felt compelled to call the FBI? When interviewing Mazza, the FBI surely
asked him about this possibility and probably showed photos of Dahl again. In
any case, the absence of Dahl in the report makes it clear that he was not the
"male" either, and Dahl was 43 years old, not really a young man like
the "male" as described by Mazza. </span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit; line-height: 107%;">Jere
Longman describes the United Airlines routine pre-flight procedures. <i> </i></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><i><span style="line-height: 107%;">Before
the passengers board a plane, it has to be checked, of course. Basically the
captain looks after the cockpit instruments along a pre-flight checklist while
the first officer checks the plane outside (tires etc.)</span></i><span style="line-height: 107%;">. </span></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit; line-height: 107%;">The
fact that Mazza met neither Dahl nor Homer is even more compelling than the
presence of the "male". Again, is this further evidence indicating
that duplicate airplanes were involved on 9/11? As I mentioned earlier, it is
now known that according to United Airlines ACARS messages, UAL 93 took-off at
8:28 a.m. in stark contradiction to the "official" take-off time of
8:42 a.m. </span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><b><span style="line-height: 107%;">Did
passengers board a duplicate UAL 93?</span></b><span style="line-height: 107%;"></span></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit; line-height: 107%;">In
the official narrative the passengers of UAL 93 boarded the airplane from
boarding Gate 17 of Terminal A at Newark Liberty International Airport on 9/11,
however there appears to be an account of passengers boarding UAL 93 from the
tarmac. This eyewitness account comes from the New York Giants football player
Triton Clayton White. </span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><i><span style="line-height: 107%;">"We
had played a Monday night game in Denver, and flew back home the next
morning," White said. "We landed in Newark, N.J., about 6:45 in the
morning. We usually get off the plane on the tarmac and board a bus to get to
our cars. I noticed another plane sitting next to ours because the people were
walking to the plane across the tarmac instead of through the jet way. Two
weeks later, as we’re taking another plane to a game, one of the stewardesses
informed us the plane that had been boarding next to us was Flight 93 that
crashed in Pennsylvania on 9/11. That was a very eerie feeling."</span></i><span style="line-height: 107%;">
- Fayetteville Observer (01/31/06)<b> </b> </span></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit; line-height: 107%;">Is
it possible Triton Clayton White seen something he was not supposed to? Is it
possible the planners of 9/11 did not take into account the possibility of
charter flights off-loading on the same tarmac, where a second group of
passengers boarded a duplicate UAL 93? Did Triton Clayton White witness the
duplicate UAL 93 being boarded on the Tarmac at Newark Airport, which is
another separate boarding onto a different airplane, which could explain the
discrepancies in the official data between the BTS and ACARS data take-off
times? There is no reference in any official information or data of a second
boarding of passengers onto UAL 93. </span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<b><span style="font-family: inherit; line-height: 107%;">Aircraft
Communications Addressing and Reporting System (ACARS) discrepancies</span></b></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><span style="line-height: 107%;">Earlier
on in this analysis I highlighted a discrepancy regarding UAL 93’s official
wheels-off time at 8:42 a.m. which is in conflict with the official ACARS data,
which indicates UAL 93’s wheels-off time was at 8:28 a.m. not 8:42 a.m. as
listed in the BTS data-base.</span><span style="line-height: 107%;"> UAL
93 (N591UA), definitely took off from Newark Airport (EWR), and the strongest
confirmation of this is in this document here: [doc: UASSI1-00000398] <a href="https://www.scribd.com/document/16345059/T7-B18-UAL-Jumpseat-Fdr-Entire-Contents-UA-175-and-UA-93-Emails-and-Documents-562">https://www.scribd.com/document/16345059/T7-B18-UAL-Jumpseat-Fdr-Entire-Contents-UA-175-and-UA-93-Emails-and-Documents-562</a><u> </u></span>
</span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit; line-height: 107%;">During
my analysis, which is based on the official FBI documents issued on 11/09/2001,
it raised the question, was United Airlines (UAL) and the FAA tracing two
different UAL 93 flights, because of further ACARS messages sent to UAL 93
after UAL 93 allegedly crashed at 10:03 a.m. UAL are in direct physical contact
with its own airplanes, and in the UAL ACARS logs it shows that till 10:10 a.m.
ACARS messages UAL dispatchers sent to UAL 93 (N591UA), were physically
received by the airplane, and also show that the Radio Ground Stations (RGS)
who were also in contact with UAL 93 (N591UA) were Toledo, Fort Wayne and
Champaign, IL. </span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit; line-height: 107%;">The
official data indicates that UAL and FAA were tracking two different airplanes,
flying at different times and in different locations, and both were officially
identified as UAL 93? Central to my analysis is the evidence that there was a
UAL 93 still receiving ACARS transmissions as late as 10:10 a.m. seven
minutes after UAL 93 had “allegedly” crashed in Shanksville, PA according to
the official narrative crash time at 10:03 a.m. the messages activated the
printer in the aircraft and, in one case, even an audible signal. According to
messages #18 and #19, they were sent to the aircraft from CHIDD using the Radio
Ground Stations near Champaign, IL (CMI) as designated in the line "AN
N591UA/GL CMI". Both messages were sent to the printer and Message #19
also activated an audible signal in the aircraft. <a href="http://www.911myths.com/images/1/1c/Team7_Box11_FBI302s_ACARS.pdf">http://www.911myths.com/images/1/1c/Team7_Box11_FBI302s_ACARS.pdf</a>
</span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit; line-height: 107%;">These
were apparently the last messages received by UAL 93. Here's what happened to
the later messages:</span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit; line-height: 107%;">Messages
#20 to #24 were sent to the aircraft from CHIDD. However, all of the messages
were rejected indicating the aircraft did not receive them. These references
also identify that an ACARS message had been received by its sender, either
ground communications or the airplane. In the final moments, at 10:12 a.m. EST,
of UAL 93's flight, ACARS messages were being sent from ground communications
but were not being received. This was causing the ACARS messages to be
rejected. Knerr advised that UAL 93's low altitude may have caused this dilemma
or the fact that UAL 93 had already crashed at the time messages were sent. The
last message to UAL 93 which has two time stamps is #707, sent at 10:10 a.m.
and affirmed at 10:11 a.m. [FD-302 of Michael J. Winter 28-01-2002, Pg 3, PDF].</span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit; line-height: 107%;">Knerr
has carefully chosen 10:12 a.m. as the point when UAL 93 ceased to receive
messages. Not 10:10 a.m. or 10:11 a.m. but 10:12 a.m. So all messages before -
like message #707 - have been received by UAL 93. Did Knerr make a mistake? Knerr
was also sitting there with two FBI agents and the print-out of the ACARS
messages, having the 10:10 a.m. and the 10:11 a.m. were clearly before their
eyes. And what he says is in perfect accordance to Winter's statement: #707 in
the ACARS file corresponds to message #19 as described by Winter. All following
messages (#20 to 24) were not received by the aircraft and therefore rejected.
Below is what a rejected ACARS message looks like:</span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit; line-height: 107%;">CHIAO
CHI68R</span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit; line-height: 107%;">CHIAOUA
111420/ROB</span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit; line-height: 107%;">CMD</span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit; line-height: 107%;">AN
N591UA/GL DEC</span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit; line-height: 107%;">-
QUCHIAOUA 2</span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit; line-height: 107%;">DDLXCXA</span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit; line-height: 107%;">***UA93
EWRSFO***</span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit; line-height: 107%;">There’s
no content, on the second time stamp and no affirmation. Knerr's statement,
Winter's statement and the ACARS file are consistent. Are there any doubts that
N591UA received and acknowledged a message at 10:11 a.m. eight minutes after
the alleged crash at 10:03 a.m. in Shanksville, PA? This evidence proves beyond
any doubt UAL 93 was still airborne after and did not crash at 10:03 a.m. </span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<b><span style="font-family: inherit; line-height: 107%;">UAL
93's transponder still on after the alleged crash</span></b></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><b><span style="line-height: 107%;"> </span></b><span style="line-height: 107%;"> </span></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit; line-height: 107%;">A
transponder is a device that sends a plane’s identifying information, speed,
and altitude to controllers’ radar screens. UAL 93’s transponder, which was
switched off after UAL 93 was hijacked, is turned back on just before the
plane crashes, thereby revealing the plane’s altitude to air traffic
controllers at the FAA’s Cleveland Center. <a href="https://www.scribd.com/document/14094225/T7-B17-FBI-302s-of-Interest-Flight-93-Fdr-Entire-Contents">https://www.scribd.com/document/14094225/T7-B17-FBI-302s-of-Interest-Flight-93-Fdr-Entire-Contents</a>
</span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit; line-height: 107%;">Flight
93’s transponder was switched-off at around 9:40 a.m. although Cleveland Center
controllers was able to follow UAL 93 on “primary radar,” which shows less
information about a flight. <a href="https://www.scribd.com/document/24392516/T7-B19-Key-302s-Fdr-Entire-Contents-FBI-302s">https://www.scribd.com/document/24392516/T7-B19-Key-302s-Fdr-Entire-Contents-FBI-302s</a>
</span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit; line-height: 107%;">UAL 93’s transponder is reactivated at 10:02 a.m. and 50 seconds, and then stays on
for “approximately 20 seconds, according to information from the flight data to
the FBI later today by Rick Kettell, the manager of the Cleveland Center”.
After the transponder is turned back on, Flight 93’s radar track is observed by
Cleveland Center controllers Linda Justice and Stacey Taylor. The information
from the transponder shows them that UAL 93 is at an altitude of 8,200 ft. <a href="https://www.scribd.com/document/14094225/T7-B17-FBI-302s-of-Interest-Flight-93-Fdr-Entire-Contents">https://www.scribd.com/document/14094225/T7-B17-FBI-302s-of-Interest-Flight-93-Fdr-Entire-Contents</a>
</span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit; line-height: 107%;">The
9/11 Commission gives an exact time of 11 seconds after 10:03 a.m. that UAL 93
crashed. It will claim this <i>"time is supported by evidence from the
staff’s radar analysis, the flight data recorder, NTSB (National Transportation
Safety Board) analysis, and infrared satellite data"</i>. It does note
that "<i>the precise crash time has been the subject of some dispute.</i>" </span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit; line-height: 107%;">A
dispute relating to seismic recordings shows a disturbance at 10:06 a.m. and
not 10:03 a.m. which the 9/11 Commission claimed the airplane crashed. Again,
the official seismic evidence reveals a discrepancy in the official timeline narrative.
The seismic data was another piece of evidence which was inconvenient for the
9/11 Commission because of UAL 93's transponder still being recognised by Air
Traffic Control (ATC) as airborne after the alleged crash time of 10:03 a.m.
This has been explained due to 'Coast Mode' tracking, however, ATC did not
recognise any signs of CST (Coast Mode). Furthermore, confirmation that this
was not any type of "Coast Mode" is that ATC also recognised UAL 93
reporting an altitude. The only way ATC could observe a reported altitude is if
UAL 93 was squawking Mode C on the transponder, which means altitude reporting
capability. It would have been impossible for ATC to have observed UAL 93's
transponder and altitude after the reported impact time and southeast of the
crash site if UAL 93 did in fact crash in Shanksville, PA as the 9/11
Commission concluded. </span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><span style="line-height: 107%;">Here's
the account of Mark Barnick, who was a supervisor at Cleveland Center. He
refers to 9:41 a.m. after UAL 93 had completed its U-Turn over Cleveland and
switched off the transponder for the first time: <br />
<br />
UAL 93's transponder was then lost or shut off and the radar tag went into coast.
Other aircraft in the area verified that they had visual contact with UAL 93
and that it was still flying southeast bound. In order to follow the aircraft,
John Werth started a new flight following tag on UAL93's primary radar target.
No altitude information was available and all other controllers were advised to
keep all aircraft well away from the target of UAL 93.</span><span style="line-height: 107%;"> However,
according to National Transportation Safety Board (NTSB) Flight Path Study, UAL
93 allegedly impacted the ground at 10:03 a.m. The following transcript
excerpts are provided by the Federal Aviation Administration (FAA). It is a
conversation between Air Traffic Control System Command Center - East,
Management Officers (ntmo-e) and other various facilities. The conversation is
as follows in real time:</span>
</span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<b><span style="font-family: inherit; line-height: 107%;">1405
(10:05 a.m.)</span></b></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><b><span style="line-height: 107%;">ntmo-e:</span></b><span style="line-height: 107%;">
ok united ninety three we're now receiving a transponder on and he is at eighty
two hundred feet</span></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><b><span style="line-height: 107%;">doug:</span></b><span style="line-height: 107%;">
now transponder and he's eighty two-hundred</span></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><b><span style="line-height: 107%;">ntmo-e:</span></b><span style="line-height: 107%;">
southeast bound still</span></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><b><span style="line-height: 107%;">doug:</span></b><span style="line-height: 107%;">
eighty two hundred feet and now getting a transponder on him</span></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><b><span style="line-height: 107%;">ntmo-e:</span></b><span style="line-height: 107%;">
correct</span></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><b><span style="line-height: 107%;">doug:</span></b><span style="line-height: 107%;">
ok buddy</span></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><b><span style="line-height: 107%;">14:06
(10:06 a.m.)</span></b><span style="line-height: 107%;"></span></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><b><span style="line-height: 107%;">ntmo-e:</span></b><span style="line-height: 107%;">
ok we've lost radar contact with united ninety three</span></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit; line-height: 107%;">Source
of the transcript: <a href="https://www.scribd.com/document/14141827/NYC-B1-NTMO-East-Position-3-Fdr-Transcript">https://www.scribd.com/document/14141827/NYC-B1-NTMO-East-Position-3-Fdr-Transcript</a>
</span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit; line-height: 107%;">UAL
93 switched on the transponder at 10:05 a.m. two minutes after the
"official" crash time, and the transponder indicated an altitude of
8200 ft. It was also heading southeast. One minute later, at 10:06 a.m. radar
contact with UAL 93 was lost, at the position 39 51 North, 78 46 West. This
point is 15 miles southeast of the "official" crash site in
Shanksville, PA.</span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit; line-height: 107%;">This
proves UAL 93 was still airborne after the crash because of the latitude and
longitude positions reported by ATC (3951N - 7846W) where they reported UAL
93’s last known radar position. It is unclear if the position is reported as
Degrees, Minutes or Decimal, however, standard aviation terminology is in
Degrees, Minutes. With that said, both positions are well past the official UAL
93 crash site. So at 10:05 a.m. 2 minutes after the official crash time (10:03
a.m.) the NTSB report says UAL 93 had crashed in Shanksville, yet they had UAL
93 on radar which is absolute proof UAL 93's transponder was still
operational because ATC were still receiving altitude information at 10:05 a.m.</span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><b><span style="line-height: 107%;">Air
Traffic Control's last known coordinate of UAL 93</span></b><span style="line-height: 107%;"> </span></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit; line-height: 107%;">At
14:10 UTC (10:10 EST) in the official ATC recordings, we hear two controllers
discussing the last known coordinates for UAL 93, where the controller gave UAL
93’s last known positioning location as 3951 (North) 07846 (West). Taken
from the “official” ATC transcript. See below:</span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<b style="mso-bidi-font-weight: normal;"><span style="font-family: inherit; line-height: 107%;">14:10 (10:10 a.m.)</span></b></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><b><span style="line-height: 107%;">ntmo-e:</span></b><span style="line-height: 107%;"> <i>I
don't know if he's landed ok; the last position of united I'm going to give
some coordinates</i> <i>united ninety three</i></span></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><b><span style="line-height: 107%;">doug:</span></b><span style="line-height: 107%;"> <i>yes</i></span></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><b><span style="line-height: 107%;">ntmo-e:</span></b><span style="line-height: 107%;"> <i>three
nine five one north zero seven eight four six west</i></span></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><b><span style="line-height: 107%;">doug:</span></b><span style="line-height: 107%;"> <i>zero
seven eight four six</i></span></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><b><span style="line-height: 107%;">ntmo-e:</span></b><span style="line-height: 107%;"> <i>west</i></span></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><b><span style="line-height: 107%;">doug:</span></b><span style="line-height: 107%;"> <i>west</i></span></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><b><span style="line-height: 107%;">doug:</span></b><span style="line-height: 107%;"> <i>all
right</i></span></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><b><span style="line-height: 107%;">ntmo-e:</span></b><span style="line-height: 107%;"> <i>you
got the thirty nine fifty one north</i></span></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><b><span style="line-height: 107%;">doug:</span></b><span style="line-height: 107%;">
ya <i>thirty nine fifty one north zero seven eighty four six west</i></span></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><b><span style="line-height: 107%;">ntmo-e:</span></b><span style="line-height: 107%;"> <i>that's
the last known position of united ninety three</i> </span></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit; line-height: 107%;">Full
transcription can viewed here: <a href="https://www.scribd.com/document/14141827/NYC-B1-NTMO-East-Position-3-Fdr-Transcript">https://www.scribd.com/document/14141827/NYC-B1-NTMO-East-Position-3-Fdr-Transcript</a>
</span></div>
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<span style="font-family: inherit; line-height: 107%;">Astonishingly,
the<b> </b>last known coordinates (3951N 07846W) given by the ATC locates
UAL 93, 15 miles past the crash site proving that UAL 93 was still
airborne after the alleged crash at 10:03 a.m. It was also reported at 14:00
UTC (10:00 EST) which was captured in the Air Traffic Control (ATC) recordings
and transcripts that UAL 93 was spotted by a VFR which reported that UAL 93 was
travelling at 8,000 feet and 11 miles south of Indian Head, PA, which is just
north of Cumberland, Maryland. Based on the ATC evidence, UAL 93 is now in two
different locations?</span></div>
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<span style="font-family: inherit;"><b><span style="line-height: 107%;">Evidence
UAL 93 was in two different locations after the alleged crash?</span></b><span style="line-height: 107%;"></span></span></div>
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<span style="font-family: inherit; line-height: 107%;">Strangely, the ACARS messages which indicate UAL 93 was near Champaign, IL after the
alleged crash in Shanksville is no where near to UAL 93’s last known coordinate, which was 15 miles
past the official crash site. Based on this official evidence and data
conflict, FAA and United Airlines had to be tracking two different airplanes
which were in two completely different locations. </span></div>
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<b style="mso-bidi-font-weight: normal;"><span style="font-family: inherit; line-height: 107%;">No Emergency Locator Transmitters
(ELT) when UAL 93 allegedly crashed in Shanksville</span></b></div>
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<span style="font-family: inherit; line-height: 107%;">The
Emergency Locator Transmitters (ELTs) are emergency transmitters that are
carried aboard most general aviation aircraft in the U.S. In the event of an
aircraft accident, these devices are designed to transmit a distress signal on
121.5 and 243.0 MHz frequencies. ELTs are mounted aft in the airplane, and
designed to be triggered upon impact or may be manually activated using the
remote switch and control panel indicator in the cockpit. Activation of the ELT
triggers an audio alert, and 406-MHz ELTs transmit GPS position for search and
rescue. [Emergency Locator Transmitters – AOPA].</span></div>
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<span style="font-family: inherit;"><span style="line-height: 107%;"><a href="https://www.aopa.org/advocacy/aircraft/aircraft-operations/emergency-locator-transmitters">https://www.aopa.org/advocacy/aircraft/aircraft-operations/emergency-locator-transmitters</a></span><span style="line-height: 107%;"></span></span></div>
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<span style="font-family: inherit; line-height: 107%;">There
was no apparent ELT signal picked up in the area where UAL 93 allegedly crashed.
Major Allan Knox, who works at the Air Force Rescue Coordination Center, which
is the contact for credible ELT signals, will tell the 9/11 Commission that he:
“<i style="mso-bidi-font-style: normal;">does not recall an ELT detection being
brought to his attention</i>”. This indicates that UAL 93 did not crash in
Shanksville, PA, thus supporting the Air Traffic Control data evidence that UAL
93 continued on heading towards Washington.<span style="mso-spacerun: yes;">
</span></span></div>
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<span style="font-family: inherit;"><b><span style="line-height: 107%;">UAL
93's new flight plan to Reagan National Airport, Washington</span></b><span style="line-height: 107%;"></span></span></div>
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<span style="font-family: inherit; line-height: 107%;">UAL
93 deviated off course, after completing its U-Turn over Cleveland, Ohio and
switched-off the transponder for the first time at approximately 9:40 a.m. UAL
93 filed two additional new flight plans. The first one was Hagerstown (HGR)
and a second one at 9:55 a.m. was to Regan National Airport (DCA). </span></div>
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<span style="line-height: 107%;"><span style="font-family: inherit;">Additionally,
in support of this evidence, Linda Justice can be heard during ATC
communication recordings saying “<i>UAL 93 is flashing over Hagerstown</i>”. <a href="https://youtu.be/qbyGV_yhPPI">https://youtu.be/qbyGV_yhPPI</a></span> </span></div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEifAXclgsb8odgQYusJXtMqaI6CLiVcwayLM5pw6maRyzm3s1RPH2ZgXzP_Ym9uYqjlAmMx6bkzSpMrus8Q8WXIxfa7XsHwQdGCejfpbbqZJHvWZgMPL8dDrryBLDe2Aw5N5-RJ70W_-Q/s1600/ATC+6666666.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="775" data-original-width="1289" height="240" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEifAXclgsb8odgQYusJXtMqaI6CLiVcwayLM5pw6maRyzm3s1RPH2ZgXzP_Ym9uYqjlAmMx6bkzSpMrus8Q8WXIxfa7XsHwQdGCejfpbbqZJHvWZgMPL8dDrryBLDe2Aw5N5-RJ70W_-Q/w400-h240/ATC+6666666.jpg" width="400" /></a></div>
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<span style="font-family: inherit; line-height: 107%;">Hagerstown
locates UAL 93 approximately 69 miles past the official crash
site. Another piece of official evidence is in the ATC communication
transcripts locating UAL 93’s position west of Dulles International Airport,
Washington. See transcript page 30 below:</span></div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj2lnt8y2aineAWJ2Nkwkm1Vm0tHsVs-QR-LpAc8U2rCP4ffTFFn1Oygao-lx0vvwOLg-VMEmYW__MSRDpwWETeBKlKMSTnjbCZueVhQG6z5WrJXGzmOwZoYKtDz1_fHi7QUINI2DfDRA/s1600/ATC444444444444444.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="508" data-original-width="590" height="343" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj2lnt8y2aineAWJ2Nkwkm1Vm0tHsVs-QR-LpAc8U2rCP4ffTFFn1Oygao-lx0vvwOLg-VMEmYW__MSRDpwWETeBKlKMSTnjbCZueVhQG6z5WrJXGzmOwZoYKtDz1_fHi7QUINI2DfDRA/w400-h343/ATC444444444444444.jpg" width="400" /></a></div>
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<span style="font-family: inherit; line-height: 107%;">A
noticeable gap in primary radar happens right when UAL 93 switches from San
Francisco International Airport (SFO) to Reagan National Airport (DCA) between
9:52:03 a.m. and 9:53:21 a.m. No other flight had this issue on 9/11. A new
arrival time at DCA (Reagan National Airport, Washington with an estimated time
of arrival at 10:28 a.m. Who was updating this flight? Who authorised these
flight plan changes? The Primary Radar stopped pinging UAL 93, so how could ATC
update UAL93 flight plan (which is reflected on Flight Explorer) if every
single data point has been eliminated?<b> </b>It was reported in the news
media that the hijackers filed the new flight plan. <br />
<br />
MSNBC News Dateline: reported that the hijacker’s filed the new flight plan
from on-board the airplane, with its new destination Reagan National Airport. <a href="https://youtu.be/BnfnJSaDQ3E">https://youtu.be/BnfnJSaDQ3E</a></span></div>
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<span style="font-family: inherit; line-height: 107%;">There
has been a concerted effort on behalf of the authorities to conceal this fact,
by saying “<i>this was not result of communication with the pilot</i>” See
below:</span></div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjZvBptT2srg4M8P-deq30D5VMitVYdPCYQTNrmC2KLOd_W4awho0pCF2lG_JwkDiDXPBntImFIHLjtlWmSJGmkcSQ_F1kLx6iE24nc_t99S1VKHPZxvCDPsgV2kbl9sgkpnd2MAZz8kg/s1600/Reagan+1.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="547" data-original-width="819" height="266" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjZvBptT2srg4M8P-deq30D5VMitVYdPCYQTNrmC2KLOd_W4awho0pCF2lG_JwkDiDXPBntImFIHLjtlWmSJGmkcSQ_F1kLx6iE24nc_t99S1VKHPZxvCDPsgV2kbl9sgkpnd2MAZz8kg/w400-h266/Reagan+1.jpg" width="400" /></a></div>
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<span style="font-family: "times new roman" , serif; font-size: 12pt; line-height: 107%;"></span></div>
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiLDhBNK4HddvE35RNfSNv333mTDLxGfYCGuSNC5lZXTw7dVZ1oSA02u3eT42dendWhJHLD38mHZMmJ2ab1BmIRUMf_-BsqSRNCgeNe2RZwKJJW25n7OF_ADW6yegYIQpTEN6aznTfS_Q/s1600/Reagan+1.jpg"><span style="line-height: 107%; text-decoration: none;"><span style="mso-ignore: vglayout;"></span></span></a><span style="line-height: 107%;"></span><span style="font-family: inherit;"><span style="line-height: 107%;">Yet
there’s a major contradiction in the Staff Report published 26<sup>th</sup>
August 2004, which references its source as the NTSB report, Flight 93 flight
data recorder. It states: <i style="mso-bidi-font-style: normal;">The pilot
hijacker, presumably Jarrah dialled into the flight computer the navigational
code for Regan National Airport in order to fly the aircraft toward Washington
DC. </i><a href="https://www.archives.gov/files/research/9-11/staff-report-sept2005.pdf">https://www.archives.gov/files/research/9-11/staff-report-sept2005.pdf </a></span><br />
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<span style="line-height: 107%;">See screen-shot below: </span></span>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEikKIHeJsQ5R2nuUUHtpqUncmzTIKKHD8eCivuBpxfltXLTGDuU2IiAj5eYHc4XvFntZ1NY_tjx-QCNRX4iABlOi_4VOJnEy-pthqQy9A9djMuCdt-mrBB7u57JmvVwFL0bzsjPrPraZQ/s1600/UAL+93.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="443" data-original-width="902" height="195" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEikKIHeJsQ5R2nuUUHtpqUncmzTIKKHD8eCivuBpxfltXLTGDuU2IiAj5eYHc4XvFntZ1NY_tjx-QCNRX4iABlOi_4VOJnEy-pthqQy9A9djMuCdt-mrBB7u57JmvVwFL0bzsjPrPraZQ/w400-h195/UAL+93.jpg" width="400" /></a></div>
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<span style="font-family: inherit; line-height: 107%;">Additional
information comes from 'Flight Explorer' which supports that UAL 93 was heading
to Reagan National Airport, Washington, for a 10:28 a.m. landing. Firstly, some
additional background information about Flight Explore itself below.</span></div>
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<span style="font-family: inherit; line-height: 107%;">Flight
Explorer<b> </b>- They correspond to real airliners with real people moving in
real time. Now, travellers, pilots, airline dispatchers and others can go to a
laptop or desktop computer and tell where an airliner is within seconds through
real-time tracking. This service, called Flight Explorer, differs from the
tracking that on-line travel services and airlines provide. Those tell you
where a flight should be, based on the timetable, or, when they do provide
tracking, update their information less frequently. Ask any flier, and they'll
tell you that timetables and schedules are, at best, a polite fiction. "It's
the reality that counts," says Berry Gamblin of Dimensions International,
an Alexandria, Va., firm that designed Flight Explorer (<a href="http://www.flightexplorer.c/">http://www.flightexplorer.c</a><a href="http://www.webcitation.org/6Vpc9jhqr">om</a>) and licenses the
software to companies. The company uses Federal Aviation Administration air
traffic control reports that are updated as frequently as every 10 seconds.
Other services available on the Internet update about every 3 minutes. FAA
flight data is collected from the nation's 20 major regional air route traffic
centers. [USA Today By David Field 06/08/99] Source: <a href="http://www.webcitation.org/6Vpc9jhqr">http://www.webcitation.org/6Vpc9jhqr</a>
</span></div>
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<span style="font-family: inherit; line-height: 107%;">The Flight Explorer flight-paths were used by 11 news agencies on
9/11, and the FAA themselves regularly used Flight Explorer flightpath
recordings until 1999, at which point they began recording them internally. The
Flight Explorer flightpaths include all deviations from the planned flightpath,
confirming they are position based rather than predictive. The Flight Explorer
flightpaths produced by Flight Explorer themselves used their internal data,
negating all client refresh timing updates, and so incorporate all FAA supplied
positional data. Flight Explorer received regular requests from the FAA
themselves for flightpath traces, confirming the accuracy and validity of their
data. Source: <a href="https://web.archive.org/web/20190129055833/http:/femr2.ucoz.com/forum/2-2-1">https://web.archive.org/web/20190129055833/http://femr2.ucoz.com/forum/2-2-1</a></span></div>
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<span style="font-family: inherit; line-height: 107%;">UAL
93 was lost and updated at around the same time 9:52 a.m. If the Command Center
informed headquarters that controllers had lost track of UAL 93, then it was
not the controllers that were updating UAL 93's flight plan to DCA. <a href="https://911truthout.blogspot.com/2019/04/ual93-switches-from-sfo-to-dca-while.html">https://911truthout.blogspot.com/2019/04/ual93-switches-from-sfo-to-dca-while.html</a>
</span></div>
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<span style="font-family: inherit; line-height: 107%;">More
additional evidence shows that UAL 93 did receive a new flight plan on 9/11,
reported by both a male flight attendant and also a live news report at 5:00 p.m.
by CNN were using Flight Explorer to review the hijackings reported the new
flight plan to Reagan National Airport. Source: <a href="https://youtu.be/w9jn-VcQqIc">https://youtu.be/w9jn-VcQqIc</a></span><br />
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<span style="font-family: inherit;"><span style="line-height: 107%;"><span style="line-height: 107%;">More news media coverage in the links below, reporting the flight plan change to Reagan National Airport, Washington D.C.</span> </span><br />
<span style="line-height: 107%;"><br /></span>
<span style="line-height: 107%;">ABC News - <a href="https://www.bitchute.com/video/hFMB6fIMMkfQ/">https://www.bitchute.com/video/hFMB6fIMMkfQ/</a> </span><br />
<span style="line-height: 107%;">NBC News - <a href="https://www.bitchute.com/video/8cpP9MdGA4ER/">https://www.bitchute.com/video/8cpP9MdGA4ER/</a></span><br />
<br />
<span style="line-height: 107%;">There
can be no doubt that an airplane identifying itself as UAL 93 was heading
towards Reagan National Airport for an estimated time of arrival of 10:28 a.m.
Further supporting evidence comes from the Flight Aware screen-shots below
regarding UAL 93's landing at Reagan National Airport at 10:28 a.m. Source: <a href="https://youtu.be/6syNnhOSkAI">https://youtu.be/6syNnhOSkAI</a></span></span><br />
<span style="font-family: "times new roman" , serif; font-size: 12pt; line-height: 107%;"> </span></div>
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<br />
<span style="font-family: inherit;"><span style="line-height: 107%;">This
file below was provided to Brian Stark via [FOIA 2008-3195] is an Excel sheet recording
the DCA departures/arrivals for 9/11/2001: <a href="http://aal77.com/faa/FOIA%202008-3195%20(Stark).xls">http://aal77.com/faa/FOIA%202008-3195%20(Stark).xls</a> </span><br />
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<span style="font-family: inherit; line-height: 107%;">DCA is Reagan National Airport. See screen-shot below:</span></div>
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<span style="line-height: 107%;"></span>
<span style="font-family: inherit;"><span style="line-height: 107%;">So
either UAL 93 was edited <span style="mso-bidi-font-weight: bold;">out</span> of
the BTS, or UAL 93 was edited <span style="mso-bidi-font-weight: bold;">into</span> this
XL document. Also, wherever this document came from, that organisation needs to
be contacted as to why it says UAL 93 landed at DCA on 9/11<span>. </span></span><br />
<span style="line-height: 107%;"><br />Interestingly,
at 10:22 a.m. WCBC live news coverage reported (Michael Hershman – President of
international security and counter-terrorism) an unidentified airplane
approaching an airport in Northern Virginia, either Dulles Airport or Reagan
National Airport. This is around the precise time UAL 93 would have been coming
in to land at Reagan National Airport from its 10:28 a.m. arrival. Source (Play video from 1 min 47 secs): <a href="https://youtu.be/wquAi4gTXfs">https://youtu.be/wquAi4gTXfs</a>
(Credit to 'Conspiracy Cuber' for discovering this piece of video footage).</span></span></div>
</div>
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<b><span style="font-family: "times new roman" , serif; font-size: 12pt; line-height: 107%;"></span></b></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><b><span style="line-height: 107%;">What
happened to the duplicate United Airlines 93? </span></b><span style="line-height: 107%;"></span></span></div>
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<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit; line-height: 107%;">The
official data evidence it indicates UAL 93 landed at Reagan National Airport at
10:28 a.m. However the official ACARS data evidence shows UAL 93 sill airborne
after the crash and near Champaign IL. To establish what possibly happened to
this duplicate UAL 93 airplane we must revisit the UAL 93 – Cleveland Hopkins
Airport mystery landing story. </span></div>
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<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit; line-height: 107%;">On
the morning of 9/11 a Cincinnati television station ran a story saying 'Flight
93' landed at Cleveland International Airport instead of crashing in
Pennsylvania as claimed in the official government narrative. Reporters at WCPO
Channel 9 quoted then Cleveland Mayor Michael R. White as saying "<i style="mso-bidi-font-style: normal;">a Boeing 767 out of Boston made an emergency
landing due to a bomb threat, the airplane landing safely, moved to a secure
location and evacuated”</i>. </span></div>
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<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit; line-height: 107%;">The
early morning report went on to say United Airlines verified the plane as
Flight 93, but was also deeply concerned about another jetliner in the
vicinity, Flight 175, flying from Boston to Los Angeles. Also included in the news
report was a comment from United CEO, James Goodwin, who said, "<i>The
thoughts of everyone at United are with the passengers and crew of these
flights. Our prayers are also with everyone on the ground who may have been
involved. United Airlines is working with all the relevant authorities,
including the FBI, to obtain further information on these flights.</i>" </span></div>
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<span style="font-family: "times new roman" , serif; font-size: 12pt; line-height: 107%;"></span><span style="font-family: "times new roman" , serif; font-size: 12pt; line-height: 107%;"></span></div>
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<span style="font-family: inherit; line-height: 107%;">Former
Mayor White, as well as United and WCPO comments were suspiciously removed from
the television's website in June 2004 in and around the time of the 9/11
Commission Hearings. With the evidence of these statements in the public
domain, the obvious question still remains: If Flight 175 had crashed into the
South Tower and Flight 93 was downed over Pennsylvania like the government
asserted, why was Mayor White saying both planes were in or in the vicinity of
Cleveland? </span></div>
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<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit; line-height: 107%;">In
the 2<sup>nd</sup> Edition of the 'Loose Change' and 'In Plane Site'
documentary films, they both promoted the idea that UAL 93 landed at Cleveland
Hopkins Airport at 10:45 a.m. I had been sceptical about this disclosure and
promotion of this story for several years, because of the overwhelming official
evidence and data I had obtained indicating that UAL 93 landed at Reagan Nation
Airport at 10:28 a.m. which was in the opposite direction and location to
Cleveland Hopkins Airport. However after studying all the official evidence
data, and in particular the official ACARS data, both in relation to UAL 93's
take off time discrepancies with the BTS and also later ACARS messages which located UAL 93 near Champaign, IL which is in direct conflict with Air Traffic Control's
last known coordinates of UAL 93 (15 miles past the official crash site in
Shanksville, PA) as shown earlier in this analysis. I now feel the UAL 93
landing at Cleveland Hopkins at 10:45 a.m. to be relevant and a possibility to
provide a plausible hypothesis for the conflicting official evidence data to
offer an explanation to what happened to the duplicate UAL 93 airplane flying near Champaign,
IL. </span></div>
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<br /></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit; line-height: 107%;">The
plausible reason why UAL 93 was located near Champaign, IL was because UAL
93 flew near Champaign, IL before turning back around and heading back towards Cleveland
Hopkins Airport to make its landing at 10:45 a.m. If this is so then this would
explain the statement made by Mayor White and United Airlines, thus why the
story was published by WCPO on their website. </span></div>
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<span style="font-family: inherit;"><br /></span></div>
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<span style="font-family: inherit; line-height: 107%;">The
ACARS messages #16 to #19, together with the time when they were received establishes
a rough flight path for the duplicate UAL 93:</span></div>
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<span style="font-family: inherit;"><br /></span></div>
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<span style="font-family: inherit; line-height: 107%;">9:22
a.m. PIT (Pittsburgh)</span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit; line-height: 107%;">9:32
a.m. CAK (Canton/Akron)</span></div>
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<span style="font-family: inherit; line-height: 107%;">9:35
a.m. CLE (Cleveland)</span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit; line-height: 107%;">9:46
a.m. TOL (Toledo)</span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit; line-height: 107%;">9:51
a.m. FWY (Fort Wayne, IN)</span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit; line-height: 107%;">10:10
a.m. CMI (Champaign, IL)</span></div>
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<span style="font-family: inherit; line-height: 107%;"></span></div>
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<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit; line-height: 107%;">If
we study the ACARS messages sent to UAL 93 which were received by the airplane from the Radio
Ground Station (RGS) in Cleveland message #10 at 9:35 a.m. and the last two ACARS messages #18
and #19 sent from RGS in near Champaign, IL which were received at 10:10 a.m.
this shows a 35 minute time-line between the two ACARS messages in which UAL 93
would have travelled from Cleveland to near Champaign, IL. If we use the last
known received Champaign, IL ACARS message #19, (time of 10:10 a.m.) it equates to 35
minutes for UAL 93 to have flown back to Cleveland Airport to make its 10:45 a.m.
landing precisely. </span></div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgok2hchEoqI3ijcsrPpmfETKwEKQgafeeJ_DaCCOgxa-L7vT0-efh1TC6TnKiAwEA4bFRkcWPX3WtpLpzrc9Wnu1pa0IflDG3YbElgVtmEexY7KRQLn7YaPa3ir5QE-oEMfXoy6e880w/s1600/Champ+Mgs+18+-+10-10am.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="481" data-original-width="1288" height="148" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgok2hchEoqI3ijcsrPpmfETKwEKQgafeeJ_DaCCOgxa-L7vT0-efh1TC6TnKiAwEA4bFRkcWPX3WtpLpzrc9Wnu1pa0IflDG3YbElgVtmEexY7KRQLn7YaPa3ir5QE-oEMfXoy6e880w/w400-h148/Champ+Mgs+18+-+10-10am.jpg" width="400" /></a></div>
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<span style="font-family: inherit; line-height: 107%;">To
support this hypothesis is the testimony of Air Traffic Controller Stacy Taylor
who recalled UAL 93 changing altitude from 35,000 ft to 41,000 ft, and flying
past Cleveland Center and then turning back around and heading straight for
Cleveland Center with a rapid descent. Source: <a href="https://youtu.be/RE08PCTf_nY">https://youtu.be/RE08PCTf_nY</a></span></div>
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<iframe allowfullscreen="" class="YOUTUBE-iframe-video" data-thumbnail-src="https://i.ytimg.com/vi/RE08PCTf_nY/0.jpg" frameborder="0" height="266" src="https://www.youtube.com/embed/RE08PCTf_nY?feature=player_embedded" width="320"></iframe></div>
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<b style="mso-bidi-font-weight: normal;"><span style="font-family: "times new roman" , serif; font-size: 12pt; line-height: 107%;"> </span></b><br />
<div class="MsoNormal" style="margin-bottom: 0cm;">
<b style="mso-bidi-font-weight: normal;"><span style="font-family: inherit; line-height: 107%;">UAL 93 circling over Chicago?</span></b></div>
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<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit; line-height: 107%;">In
the memorandums from the 9/11 Commission online release, on page 5 of this
document: <a href="http://media.nara.gov/9-11/MFR/t-0148-911MFR-00762.pdf">http://media.nara.gov/9-11/MFR/t-0148-911MFR-00762.pdf</a>
<span style="mso-spacerun: yes;"> </span>it states: "<i style="mso-bidi-font-style: normal;">Marr told Commission staff that his focus was on UAL 93, which was
circling over Chicago. Marr thought UAL 93 was waiting for word over what had
been happening across the country to begin its attack.</i>" Note: Marr is
not "connected" to ACARS, but speaks from radar data someone told
him. </span></div>
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<span style="font-family: inherit; line-height: 107%;"></span></div>
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<span style="font-family: inherit;"><br /></span></div>
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<span style="font-family: inherit; line-height: 107%;"></span></div>
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<span style="font-family: inherit;"><span style="line-height: 107%;"></span><span lang="EN" style="line-height: 107%;">ACARS messages get transmitted via VHF radio antennae on
the ground near the plane. For planes at cruising altitude, "near"
can be up to 200 miles away. The sender must include the ground station in the
message.</span><span lang="EN" style="line-height: 107%;"> </span><span style="line-height: 107%;">After studying the ACARS Radio
Ground Stations (RGS) it becomes apparent some ACARS messages were run-by RGS’s
near Chicago, such as: Toledo, Fort Wayne and Champaign, IL. </span>
</span></div>
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<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0.0001pt; text-align: center;">
<span style="font-family: inherit; line-height: 107%;">Toledo
covers a 200 mile radius coverage which includes Fort Wayne</span></div>
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<br /></div>
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<span style="font-family: "times new roman" , serif; font-size: 12pt; line-height: 107%;"></span><span style="font-family: "times new roman" , serif; font-size: 12pt; line-height: 107%;"></span></div>
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<br /></div>
<div class="MsoNormal" style="margin-bottom: 0.0001pt; text-align: center;">
<span style="font-family: inherit; line-height: 107%;">Chicago
covers a 200 mile radius coverage which includes Toledo, Fort Wayne and Champaign,
IL. </span></div>
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<br /></div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEizIj_LiEoiPyXtNLiWOCWm6iYiQDhPb0rwYQywIZg4KzWm__2aSjCYJZX_zDZ9NA41O91VOKM0xzPfuTFYb9vv093AmYWxjp-rYe9aOZG0cqoNfZ-z9y_8EvX1g1sNRcy2VmIorGXwEQ/s1600/chicago---fort-wayne.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="243" data-original-width="400" height="242" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEizIj_LiEoiPyXtNLiWOCWm6iYiQDhPb0rwYQywIZg4KzWm__2aSjCYJZX_zDZ9NA41O91VOKM0xzPfuTFYb9vv093AmYWxjp-rYe9aOZG0cqoNfZ-z9y_8EvX1g1sNRcy2VmIorGXwEQ/w400-h242/chicago---fort-wayne.jpg" width="400" /></a></div>
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<div class="MsoNormal" style="margin-bottom: 0.0001pt; text-align: center;">
<span style="font-family: inherit; line-height: 107%;">Champaign,
IL covers 200 mile radius coverage which also includes Fort Wayne and Chicago</span></div>
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<br /></div>
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<span style="font-family: "times new roman" , serif; font-size: 12pt; line-height: 107%;"></span><span style="font-family: "times new roman" , serif; font-size: 12pt; line-height: 107%;"></span></div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiBUQNUAtzaajJ7OjVZqZGopkK01dL-kvC3OUN4q2l9WVDPXePW6gI98QumveUrpqvs382Fy0_MvdIbp5Xl974xvMFnpXK4Xy4KQ0Rk73j8U1C8nG_e_iT3NisrrmW-KBEmcakbkxIr9g/s1600/chicago---champaign.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="243" data-original-width="400" height="242" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiBUQNUAtzaajJ7OjVZqZGopkK01dL-kvC3OUN4q2l9WVDPXePW6gI98QumveUrpqvs382Fy0_MvdIbp5Xl974xvMFnpXK4Xy4KQ0Rk73j8U1C8nG_e_iT3NisrrmW-KBEmcakbkxIr9g/w400-h242/chicago---champaign.jpg" width="400" /></a></div>
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<span style="font-family: "times new roman" , serif; font-size: 12pt; line-height: 107%;"> </span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><span style="line-height: 107%;">The
VHF ACARS radio range fits perfectly with Marr’s account. </span><span lang="EN" style="line-height: 107%;">The “<i style="mso-bidi-font-style: normal;">circling over</i>”
Chicago means that the airplane was near Chicago. But the data that Marr
mentions is not data from the ACARS, moreover information (incorrect or
correct) that comes from other sources: FAA or Radars and therefore does not
and could not refer to the RGS that manage the ACARS messages of the Airlines.</span><span lang="EN" style="line-height: 107%;">
</span><span lang="EN" style="line-height: 107%;">Chicago must undoubtedly have its own RGS, but as we
learned from the words of Knerr and Winter (in the UAR UA 93 ACARS Case Study).
</span></span></div>
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<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit; line-height: 107%;">Mr.
Winter explains the Aircraft Communication and Reporting System (ACARS) uses radio
ground stations (RGS) at various locations throughout the United States for
communication. The messages from the aircraft utilize the RGS in a downlink
operating system. A central router determines the strongest signal received
from the aircraft and routes the signal/message to UAL flight dispatch. Source:
<a href="http://www.911myths.com/images/1/1c/Team7_Box11_FBI302s_ACARS.pdf">http://www.911myths.com/images/1/1c/Team7_Box11_FBI302s_ACARS.pdf</a></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><span lang="EN" style="line-height: 107%;">Some research “debunkers” believe that the ACARS ground
station is usually determined from flight plans, not from live information
about the plane's actual location, but as Mr. Winter explains, this theory is incorrect.
Furthermore, UAL 93’s acknowledgement that it </span><span style="line-height: 107%;">received the ACARS
messages (18 and 19) sent from the RGS in Champaign, IL is absolute proof
that UAL 93 was near Champaign, IL.</span></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<br /></div>
<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjwHKw-c6gdkBeZS_GKv0pSDRy-Wqdvv0iAuyfUz3L3Qm-6N3iKr9YenR-kAROlzsE5feDCtmdlY1afSBCcec1V2jo3-g-qrMxJ2GesC3PfT5zZMu7JeZrVl5DAs36tiUCwERF1k7ZNYA/s1600/Winter_Messages_UA93A.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="446" data-original-width="524" height="340" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjwHKw-c6gdkBeZS_GKv0pSDRy-Wqdvv0iAuyfUz3L3Qm-6N3iKr9YenR-kAROlzsE5feDCtmdlY1afSBCcec1V2jo3-g-qrMxJ2GesC3PfT5zZMu7JeZrVl5DAs36tiUCwERF1k7ZNYA/w400-h340/Winter_Messages_UA93A.jpg" width="400" /></a></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<br /></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<b style="mso-bidi-font-weight: normal;"><span lang="EN" style="font-family: inherit; line-height: 107%;">CNBC
News Reported UAL 93 Originated in Chicago and headed to Cleveland</span></b></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span lang="EN" style="font-family: inherit; line-height: 107%;">CNBC reported information from WPIX at 11:10 a.m. that “the
plane that crashed in Pennsylvania originated in Chicago, it was heading to
Cleveland and there was 90 people onboard. <a href="https://youtu.be/IdPJ8QSyZuM">https://youtu.be/IdPJ8QSyZuM</a></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<br /></div>
<div class="separator" style="clear: both; text-align: center;">
<iframe allowfullscreen="" class="YOUTUBE-iframe-video" data-thumbnail-src="https://i.ytimg.com/vi/IdPJ8QSyZuM/0.jpg" frameborder="0" height="266" src="https://www.youtube.com/embed/IdPJ8QSyZuM?feature=player_embedded" width="320"></iframe></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<br /></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span lang="EN" style="font-family: inherit; line-height: 107%;">Does the CNBC news report corroborate further support for
Marr’s account regarding UAL 93 “<i style="mso-bidi-font-style: normal;">circling
over</i>” Chicago. Does this provide proof that UAL 93 was indeed heading back
to Cleveland to make the 10:45 a.m. landing? Although this report states UAL 93
originated in Chicago, and was heading to Cleveland, the evidence is clear that
both UAL 93’s took off from Newark International Airport, not Chicago. Was this
a mistake in the reporting because UAL 93 was near to Chicago as suggested by
Marr? Was this misinterpreted that UAL 93 originated in Chicago because UAL 93 was flying
to Cleveland? The report suggests that it was indeed UAL 93. Is this a coincidence that the
report correlates with the ACARS messages data regarding the Radio Ground Stations
which located contact with UAL 93 near to Chicago? <span style="mso-spacerun: yes;"> </span></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<b style="mso-bidi-font-weight: normal;"><span style="font-family: inherit; line-height: 107%;">The UAL 93 confusion with Delta 1989
Theory</span></b></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit; line-height: 107%;">Many
people say UAL 93 was confused with Delta 1989. The Associated Press and two
Ohio newspapers report a landing at 10:45 a.m. However, Delta Airlines registered
its landing time at 10:10 a.m. Cleveland firefighters also can confirm that the
landing took place before 10:30 a.m. Because Delta Airlines did not lose track
of its airplane. The 10:10 a.m. plane was surely Delta 1989. So the 10:45 a.m.
plane is by definition – United Airlines 93. To further support this evidence,
a report by USA Today said: "Flight Quarantined" - On a remote
taxiway at Hopkins International Airport in Cleveland – Delta Flight 1989 is
quarantined. Since early reports that a bomb, then hijackers, might be aboard,
Delta CEO Leo Mullin, 58, had nervously tracked the flight from the company’s
headquarters in Atlanta. Every five minutes, a new report came in. None seemed
clear. Still, the flight landed uneventfully in Cleveland at 10:10 a.m. [USA
Today, 8/12/02].</span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><span style="line-height: 107%;"> </span><b><span style="line-height: 107%;"> </span></b><b><span style="line-height: 107%;"></span></b><b><span style="line-height: 107%;"> </span></b>
</span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><b><span style="line-height: 107%;">Summary
& Conclusion: </span></b><span style="line-height: 107%;"></span></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit; line-height: 107%;">As
I have outlined using the official evidence, data along with some mainstream media sources, there are major
discrepancies regarding UAL 93's official wheels-off time at 8:42 a.m., which is
in direct conflict with the official BTS data, which indicates UAL 93’s
wheels-off time was at 8:28 a.m., not 8:42 a.m. We also have official ACARS
data suggesting that UAL 93 was near Champaign, IL, after UAL 93 had allegedly
crashed at 10:03 a.m., and also Air Traffic Control (ATC) communications revealing
that UAL 93’s last known coordinate was 3951N 07846W, locating UAL 93
fifteen miles past the official crash site after the alleged crash, which was
obtained via transponder data which was active at 10:05 a.m., two minutes after
the official crash time at 10:03 a.m. Champaign, IL, is nowhere near UAL 93’s last
known coordinate (15 miles past the official crash site). </span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit; line-height: 107%;">Based
on this official evidence and data conflicts, FAA and United Airlines had to be
tracking two different airplanes. This is supported by Anthony F. Mazza’s
account, the fueler for Ogden Aviation Services at Newark International Airport
who encountered a different pilot on UAL 93, who was not Leroy Homer, Jr nor
Jason Dahl, who were officially named as the two pilots of UAL 93. Moreover,
the official narrative states the passengers of UAL 93 boarded the airplane
from boarding Gate 17 of Terminal A at Newark Liberty International Airport on
9/11, however passengers were observed boarding UAL 93 from the tarmac, which
could suggest those passengers were boarding a different UAL 93 airplane,
especially taking into account Anthony F. Mazza's account seeing a different co-pilot
of UAL 93. </span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit; line-height: 107%;">Additionally,
the evidence also indicates UAL 93 filed two additional new flight plans. The
first one was Hagerstown (HGR) and the second one was Reagan National Airport
(DCA). Corroborating evidence demonstrates that UAL 93 was heading towards
Washington, DC, to make a landing at Reagan National Airport. The official ACARS
and ATC data shows UAL 93 still airborne after the “alleged” crash time. It has been
suggested that the airplanes were inserted blips, however due to the ACARS
messages being received by the airplane near Champaign, IL, this proves it was
not an inserted radar blip. Moreover, it is questionable whether or not the airplane located via ATC
coordinates an was an inserted radar blip because a VFR had a visual sighting on UAL 93, which
was travelling at 8,000 feet, and 11 miles south of Indian Head, PA, which is
just north of Cumberland, Maryland, thus demonstrating a airplane was
observed by the VFR, thus proving two different UAL 93's were in the air.<br style="mso-special-character: line-break;" />
<br style="mso-special-character: line-break;" />
</span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit; line-height: 107%;">The
evidence presented here in this analysis demonstrates that an airplane
identifying itself as UAL 93 landed at Reagan National Airport at
10:28 a.m., while a duplicate airplane was identified as UAL
93 was near Champaign, IL, which possibly landed at Cleveland Hopkins Airport
at 10:45 a.m., which was reported on the morning of 9/11, by Cleveland
Mayor, Michael R. White. It was also reported via a Cincinnati television
station, saying <i style="mso-bidi-font-style: normal;">“Flight 93 had landed at
Cleveland International Airport”. </i></span><span style="font-family: inherit;">Although was later retracted by Liz Forman. <br /><br />In
conclusion, the “official” telemetry data itself strongly indicates that duplicate planes identifying as United Airlines "Flight 93" were in the air on 9/11, and did not crash at the named crash site in Shanksville, PA at 10:03 a.m.</span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;"><br /></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<br /></div>
Mark Conlonhttp://www.blogger.com/profile/16886787125931324069noreply@blogger.com0tag:blogger.com,1999:blog-21091296366336430.post-51789139444409730802020-05-26T11:49:00.073+01:002024-03-13T21:13:19.847+00:00American Airlines 'Flight 77' - “An Independent Analysis” <!--[if !mso]>
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<![endif]--><div class="MsoNormal" style="margin-bottom: 0.0001pt; text-align: center;"><span style="font-family: inherit; mso-bidi-font-weight: normal;"><span style="line-height: 107%;">By</span><span style="line-height: 107%;"> </span><span style="line-height: 107%;">Mark Conlon</span></span></div>
<div class="MsoNormal" style="margin-bottom: 0.0001pt; text-align: center;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0.0001pt; text-align: left;">
<span style="font-family: inherit;"><b style="mso-bidi-font-weight: normal;"><span style="line-height: 107%;"><br />American Airlines ‘Flight 77’ - The Official Narrative</span></b><br />
<b style="mso-bidi-font-weight: normal;"><span style="line-height: 107%;"><br /></span></b>
<span style="line-height: 107%;">American
Airlines Flight 77 was a scheduled American Airlines domestic transcontinental
passenger flight from Washington Dulles International Airport in Dulles,
Virginia, to Los Angeles International Airport in Los Angeles, California. The
Boeing 757-223 aircraft serving the flight was hijacked by five Saudi men
affiliated with al-Qaeda on September 11, 2001, as part of the September 11
attacks. They deliberately crashed the plane into the Pentagon in Arlington
County, Virginia, near Washington, D.C. killing all 64 people on board,
including the five hijackers and six crew. Less than 35 minutes into the
flight, the hijackers stormed the cockpit and forced the passengers, crew, and
pilots to the rear of the aircraft. Hani Hanjour, one of the hijackers who was
trained as a pilot, assumed control of the flight. Unknown to the hijackers, passengers
aboard made telephone calls to friends and family and relayed information on
the hijacking. The hijackers crashed the aircraft into the western side of the
Pentagon at 09:37 EDT. Source: [9/11 Commission Report].</span></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><b><span style="line-height: 107%;">AAL
77 departure gate data conflicts with the official narrative</span></b><br />
<b><span style="line-height: 107%;"><br /></span></b>
<span style="line-height: 107%;">News
media sources reported within days of 11<sup>th</sup> September, 2001 that AAL
77 took off ten minutes late but none of the media named from which gate AAL 77
left from. It wasn’t until an official Staff Report dated August 26, 2004
identified the gate as "Gate D26". The official narrative claims that AAL 77
departed Washington Dulles International Airport at approximately 08:20 a.m.
from Terminal D Gate 26. Flight recorder positional data provided by the
National Transportation Safety Board (NTSB) reveals a different story. ‘Pilots
For 9/11 Truth’ conducted analysis of the aircraft flight positional data which
I have included here below. <br />
<br />
An illustration of Dulles International Airport Concourse D and their
respective gates. It shows gate D26 on the southwest corner of the terminal.</span></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<br /></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: "times new roman" , serif; font-size: 12pt; line-height: 107%;"></span><span style="font-family: "times new roman" , serif; font-size: 12pt; line-height: 107%;"></span></div>
<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjQudyfirsd0adjRZRobLl5FzStTtBRWeV8x2mZcf7N3Yhv_87RqDOz8VZgqyxjwMyth4Fd0Lus1M2dFFywTRj8tbC5_hZvlhwW0_jeO5hRj2kl9bUcb7H4ACIjfILiQfY_VDWsLz5ydA/s1600/01.png" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="496" data-original-width="589" height="335" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjQudyfirsd0adjRZRobLl5FzStTtBRWeV8x2mZcf7N3Yhv_87RqDOz8VZgqyxjwMyth4Fd0Lus1M2dFFywTRj8tbC5_hZvlhwW0_jeO5hRj2kl9bUcb7H4ACIjfILiQfY_VDWsLz5ydA/s400/01.png" width="400" /></a></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<br /></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit; line-height: 107%;">Below
is the raw latitude/longitude plot based on the information as seen in the raw
Flight Data Recorder file provided by the NTSB. As you can see there is an
offset from the runway during departure. This is due to navigational errors
associated with the device involved, called an Inertial Navigation System
(INS).</span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<br /></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: "times new roman" , serif; font-size: 12pt; line-height: 107%;"></span><span style="font-family: "times new roman" , serif; font-size: 12pt; line-height: 107%;"></span></div>
<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjB666VuDwCEmV4q1LJkygGbK7rWxbwcDfMWvNbSjtR9yofgfpbmHHzFUfbm_sRn5Lacl8dRz9EiP-Rzpsw2LmkxzgQ9C1xZKQjlvL8d9_w8AmfW3QRIeFrM0lRiFWTOFeQ-B4-lr9kOg/s1600/02.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="559" data-original-width="800" height="278" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjB666VuDwCEmV4q1LJkygGbK7rWxbwcDfMWvNbSjtR9yofgfpbmHHzFUfbm_sRn5Lacl8dRz9EiP-Rzpsw2LmkxzgQ9C1xZKQjlvL8d9_w8AmfW3QRIeFrM0lRiFWTOFeQ-B4-lr9kOg/s400/02.jpg" width="400" /></a></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<br /></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><span style="line-height: 107%;">The
colour coding is recognized as:</span><br />
<span style="line-height: 107%;"><br /></span></span></div>
<ul style="margin-top: 0cm;" type="disc">
<li class="MsoNormal" style="margin-bottom: 0cm; mso-list: l0 level1 lfo1;"><span style="font-family: inherit;"><span style="line-height: 107%;">Green P9-P0 is night
before engine off</span><span style="line-height: 107%;"></span></span></li>
<li class="MsoNormal" style="margin-bottom: 0cm; mso-list: l0 level1 lfo1;"><span style="font-family: inherit;"><span style="line-height: 107%;">Red M1 is the engine
start after pushback</span><span style="line-height: 107%;"></span></span></li>
<li class="MsoNormal" style="margin-bottom: 0cm; mso-list: l0 level1 lfo1;"><span style="font-family: inherit;"><span style="line-height: 107%;">Yellow M2 is forward
movement into a turn for start of taxi</span><span style="line-height: 107%;"></span></span></li>
<li class="MsoNormal" style="margin-bottom: 0cm; mso-list: l0 level1 lfo1;"><span style="font-family: inherit; line-height: 107%;">Red M3 is Radio Alt 3
Feet, 1st indication of lift off</span></li></ul><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg3S2G5gn5r1Dp83I4X_my2_mmZToMWgfGKOnNJASKxr2FtGKx0UGZQeu3Jw8FoVqtYS9FGLsXwpRxj10EgJDBU5nz6SGVekDOPt2g0wFjhMvndzSe0ycQoPTAL7Bj2HSDGB9NcESPE0w/s1600/03.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="591" data-original-width="832" height="283" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg3S2G5gn5r1Dp83I4X_my2_mmZToMWgfGKOnNJASKxr2FtGKx0UGZQeu3Jw8FoVqtYS9FGLsXwpRxj10EgJDBU5nz6SGVekDOPt2g0wFjhMvndzSe0ycQoPTAL7Bj2HSDGB9NcESPE0w/s400/03.jpg" width="400" /></a></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<br /></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit; line-height: 107%;">After
adjusting the Latitude/Longitude offset based on drift prone to the
navigational equipment utilised, the positional data has the aircraft departing
a gate further east of gate D26, and on the north-side of the concourse. See
overlay below:</span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<br /></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: "times new roman" , serif; font-size: 12pt; line-height: 107%;"></span><span style="font-family: "times new roman" , serif; font-size: 12pt; line-height: 107%;"></span></div>
<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjddCBooRsy0VCSUxndL94AFSAC7PL-qcxVP54IMjVgSZbTXUka4_ZJTdaU-NTM9BfP4YS4mQDNOQp-Lkuv7Z-_2wvOMXr_FI3HWfy6NGVQSKb78V0Xdzkv_W8zbFzBxnRxpSj4mnDDow/s1600/04.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="559" data-original-width="838" height="266" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjddCBooRsy0VCSUxndL94AFSAC7PL-qcxVP54IMjVgSZbTXUka4_ZJTdaU-NTM9BfP4YS4mQDNOQp-Lkuv7Z-_2wvOMXr_FI3HWfy6NGVQSKb78V0Xdzkv_W8zbFzBxnRxpSj4mnDDow/s400/04.jpg" width="400" /></a></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<br /></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit; line-height: 107%;">Image
below, is zoomed in for closer inspection</span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<br /></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: "times new roman" , serif; font-size: 12pt; line-height: 107%;"></span><span style="font-family: "times new roman" , serif; font-size: 12pt; line-height: 107%;"></span></div>
<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj95EiZFugtD0qw5CYwY9OUEIk_Q5dRHXAU5PjoODZATIOQkWbG-hZ8gFoOjQRm_EfL-sXWoRKSM5q7gxfNYyxAnfFET6W97dkZoJtjFBdGMUuLffjTns47tPNDWFTSHJbOrouHWlGqDA/s1600/05.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="521" data-original-width="840" height="247" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj95EiZFugtD0qw5CYwY9OUEIk_Q5dRHXAU5PjoODZATIOQkWbG-hZ8gFoOjQRm_EfL-sXWoRKSM5q7gxfNYyxAnfFET6W97dkZoJtjFBdGMUuLffjTns47tPNDWFTSHJbOrouHWlGqDA/s400/05.jpg" width="400" /></a></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: "times new roman" , serif; font-size: 12pt; line-height: 107%;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit; line-height: 107%;">In
the two pictures above it indicates that the airplane backed out of the
north-side gate D19 or D21. This is because the red M1 is parked, and the
Yellow M2 is pushed back from the gate, and the airplane pushed south out of
the gate, towards the bottom of picture and judging by the length of taxi west,
you are dead on for the left turn onto the other taxiway. This indicates the
airplane had to have been pushed back from the south side of the terminal
around gate D19 or D21, definitely not from gate D26. The IRS' use laser ring
gyros are very accurate, although do have a small allowance for drift rate, and
if they exceed that then they fault. See this short detailed video extract
presentation by Pilots For 9/11 Truth – (SKYGATE 911) covering the relevant
information above: <span class="MsoHyperlink"><a href="https://youtu.be/nu2CRKFpo4M">https://youtu.be/nu2CRKFpo4M</a></span></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><b><span style="line-height: 107%;">What
about the passengers?</span></b><br />
<b><span style="line-height: 107%;"><br /></span></b>
<span style="line-height: 107%;">New evidence of two photographs which surfaced in a documentary film
made about the Pentagon Attack in 2011 show passengers at gate D26. <span class="MsoHyperlink"><a href="https://youtu.be/KGJSZN4apvs?t=331">https://youtu.be/KGJSZN4apvs?t=331</a></span>
<br style="mso-special-character: line-break;" />
<br style="mso-special-character: line-break;" />
</span></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit; line-height: 107%;">Taking into account the airplane positional data
discrepancy which indicates that AAL 77 did not depart from gate D26, and was
most likely gate D19 or D21, it presents further conflicts as it appears some passengers did appear to board at gate D26. See below:</span><br />
<span style="font-family: "times new roman" , serif; font-size: 12pt; line-height: 107%;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<b style="mso-bidi-font-weight: normal;"><span style="font-family: "times new roman" , serif; font-size: 12pt; line-height: 107%;"></span></b><b style="mso-bidi-font-weight: normal;"><span style="font-family: "times new roman" , serif; font-size: 12pt; line-height: 107%;"></span></b></div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEirA0aFJkaLx5TwrixKbR4g-8GWeKcW4ZHQQGUnnJsZq1b3bC6_j1dljkNXzWFJk2l4t1EofycIUl-s5PjTuASqTIrsDMyuzSn3KoK112AC97D_DYtCafrA0dZ7hvMywL7fcmi9aMxZfA/s1600/06.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="445" data-original-width="744" height="238" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEirA0aFJkaLx5TwrixKbR4g-8GWeKcW4ZHQQGUnnJsZq1b3bC6_j1dljkNXzWFJk2l4t1EofycIUl-s5PjTuASqTIrsDMyuzSn3KoK112AC97D_DYtCafrA0dZ7hvMywL7fcmi9aMxZfA/s400/06.jpg" width="400" /></a></div>
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<b style="mso-bidi-font-weight: normal;"><span style="font-family: "times new roman" , serif; font-size: 12pt; line-height: 107%;"><br />
</span></b><span style="font-family: inherit;"><span style="line-height: 107%;">I used the – The National 9/11 Pentagon Memorial
website to help me identify who is captured in the photographs: <span class="MsoHyperlink"><a href="https://pentagonmemorial.org/explore/biographies">https://pentagonmemorial.org/explore/biographies</a></span></span><span style="line-height: 107%;">.<span style="mso-bidi-font-weight: bold;"> </span>See below:<span style="mso-bidi-font-weight: bold;"></span></span></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit; line-height: 107%;">A:
<span style="mso-bidi-font-weight: bold;">Dora Marie Menchaca – <span class="MsoHyperlink"><a href="https://pentagonmemorial.org/explore/biographies/dora-marie-menchaca">https://pentagonmemorial.org/explore/biographies/dora-marie-menchaca</a></span><br />
</span>B: <span style="mso-bidi-font-weight: bold;">Dong Chul Lee – <span class="MsoHyperlink"><a href="https://pentagonmemorial.org/explore/biographies/dong-chul-lee">https://pentagonmemorial.org/explore/biographies/dong-chul-lee</a></span></span><br />
C: <span style="mso-bidi-font-weight: bold;">Sara M. Clark – <span class="MsoHyperlink"><a href="https://pentagonmemorial.org/explore/biographies/sara-m-clark">https://pentagonmemorial.org/explore/biographies/sara-m-clark</a></span></span><br />
D:<span style="mso-bidi-font-weight: bold;"> Robert Penninger – <span class="MsoHyperlink"><a href="https://pentagonmemorial.org/explore/biographies/robert-penninger">https://pentagonmemorial.org/explore/biographies/robert-penninger</a></span><br />
E: James D. Debeuneure – <span class="MsoHyperlink"><a href="https://pentagonmemorial.org/explore/biographies/james-d-debeuneure">https://pentagonmemorial.org/explore/biographies/james-d-debeuneure</a></span></span><br />
<span style="mso-bidi-font-weight: bold;">F: Asia S. Cottom – <span class="MsoHyperlink"><a href="https://pentagonmemorial.org/explore/biographies/asia-s-cottom">https://pentagonmemorial.org/explore/biographies/asia-s-cottom</a></span><br />
G: Karen Ann Kincaid – <span class="MsoHyperlink"><a href="https://pentagonmemorial.org/explore/biographies/karen-ann-kincaid">https://pentagonmemorial.org/explore/biographies/karen-ann-kincaid</a></span><br />
H: Rodney Dickens – <span class="MsoHyperlink"><a href="https://pentagonmemorial.org/explore/biographies/rodney-dickens">https://pentagonmemorial.org/explore/biographies/rodney-dickens</a></span></span><br style="mso-special-character: line-break;" />
<br style="mso-special-character: line-break;" />
</span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit; line-height: 107%;">There has been no official cctv or photographical evidence released of any of the passengers boarding their flights on 9/11. This photograph demonstrates that some of the passengers were at gate D26 at Dulles Airport. I have analysed some other photographs taken at Dulles Airport's gate D26, in an attempt to identify and confirm that the passengers were at the correct gate D26. See below: </span><span style="font-family: "times new roman" , serif; font-size: 12pt; line-height: 107%;"><br /></span>
<br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhG0NdR0aYgZnIipk_iVruoU9ID_zzayw_QxrvZQ_FnOH6j1BV-pnjj7oEDQsA6bvWztLbik50vyzr_uMbQcJJJjeBgMVqJXeH_f8KXbFpv6OvUYHMt-_bf9tnZ8_oRX_1E1DIsnNfWGA/s1600/Comaprisons+D26.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="1306" data-original-width="1600" height="261" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhG0NdR0aYgZnIipk_iVruoU9ID_zzayw_QxrvZQ_FnOH6j1BV-pnjj7oEDQsA6bvWztLbik50vyzr_uMbQcJJJjeBgMVqJXeH_f8KXbFpv6OvUYHMt-_bf9tnZ8_oRX_1E1DIsnNfWGA/s320/Comaprisons+D26.jpg" width="320" /></a></div>
<span style="line-height: 107%;"><br /><span style="font-family: inherit;">In the second photograph below, it shows the school
children and their teachers along with two National Geographic representatives. The school children in the photograph won a National Geographic competition and were on a trip organised by National Geographic as the prize. This
photograph was also shown in the Pentagon documentary, however I managed to
track down a better quality version of it at a website. Source:<br />
<span class="MsoHyperlink"><a href="https://www.reddit.com/r/lastimages/comments/g3x9y5/a_group_of_6th_graders_their_teachers_and_two/">https://www.reddit.com/r/lastimages/comments/g3x9y5/a_group_of_6th_graders_their_teachers_and_two/</a></span></span></span></div>
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<br /></div>
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<b style="mso-bidi-font-weight: normal;"><span style="font-family: "times new roman" , serif; font-size: 12pt; line-height: 107%;"></span></b><b style="mso-bidi-font-weight: normal;"><span style="font-family: "times new roman" , serif; font-size: 12pt; line-height: 107%;"></span></b></div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjh7bt0Ah7ANgwwI32fpRetEpIsSZvq6fZa39VKYlIkEFNzetjEMrebecAtxIsO3exbzLlaz3lMkBosn4SZV_W0DzNkNtUbFz3N3PXMYuK9LN5RVY3CRQtELCCWS5Mr0RPGb-1_dsMyLQ/s1600/08.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="469" data-original-width="701" height="267" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjh7bt0Ah7ANgwwI32fpRetEpIsSZvq6fZa39VKYlIkEFNzetjEMrebecAtxIsO3exbzLlaz3lMkBosn4SZV_W0DzNkNtUbFz3N3PXMYuK9LN5RVY3CRQtELCCWS5Mr0RPGb-1_dsMyLQ/s400/08.jpg" width="400" /></a></div>
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<b style="mso-bidi-font-weight: normal;"><span style="font-family: "times new roman" , serif; font-size: 12pt; line-height: 107%;"><br />
</span></b><span style="font-family: inherit;"><span style="line-height: 107%;">From
left to right: <br />
<br />
</span><span style="line-height: 107%;">James D. Debeuneure – <span class="MsoHyperlink"><a href="https://pentagonmemorial.org/explore/biographies/james-d-">https://pentagonmemorial.org/explore/biographies/james-d-</a></span><br />
Rodney Dickens – <span class="MsoHyperlink"><a href="https://pentagonmemorial.org/explore/biographies/rodney-dickens">https://pentagonmemorial.org/explore/biographies/rodney-dickens</a></span><br />
Bernard C. Brown II – <span class="MsoHyperlink"><a href="https://pentagonmemorial.org/explore/biographies/bernard-c-brown-ii">https://pentagonmemorial.org/explore/biographies/bernard-c-brown-ii</a></span><br />
Hilda E. Taylor – <span class="MsoHyperlink"><a href="https://pentagonmemorial.org/explore/biographies/hilda-e-taylor">https://pentagonmemorial.org/explore/biographies/hilda-e-taylor</a></span><br />
Asia S. Cottom – <span class="MsoHyperlink"><a href="https://pentagonmemorial.org/explore/biographies/asia-s-cottom">https://pentagonmemorial.org/explore/biographies/asia-s-cottom</a></span><br />
J. Joseph Ferguson – <span class="MsoHyperlink"><a href="https://pentagonmemorial.org/explore/biographies/j-joseph-ferguson">https://pentagonmemorial.org/explore/biographies/j-joseph-ferguson</a></span><br />
Ann C. Judge – <span class="MsoHyperlink"><a href="https://pentagonmemorial.org/explore/biographies/ann-c-judge">https://pentagonmemorial.org/explore/biographies/ann-c-judge</a></span></span></span></div>
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<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><span style="line-height: 107%;">So assuming the photographs are authentic (I have no
reason to believe they aren’t) and checking Dulles International Airport
pictures of both old and new pictures of gate D26 boarding area, the
photographs do to some degree provide evidence of some of the passengers named
boarding AAL 77 appearing in the photographs. Whether they were boarding AAL 77
is now in question, taking into account the airplane positional data discrepancy
which 'Pilots For 9/11 Truth' highlighted, demonstrating that AAL 77 was stationed at a different gate (D19 or D21), not gate D26.</span><br />
</span><div class="MsoNormal">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal">
<span style="font-family: inherit; line-height: 107%;">Also captured on CCTV at the checking-in area at
Dulles Airport on 9/11 was Mari-Rae Sopper. She was captured with her cat
passing through the check-in area and also heading onto the concourse to
make her way to gate D26 where AAL 77 allegedly departed from.</span></div>
<div class="MsoNormal">
<span style="font-family: inherit; line-height: 107%;"><a href="https://www.bitchute.com/video/wBvPtmEcRE5P/">https://www.bitchute.com/video/wBvPtmEcRE5P/</a><br /><br /></span><span style="font-family: "times new roman" , serif; font-size: 12pt; line-height: 107%;"> </span></div>
<div style="text-align: center;">
<iframe allowfullscreen="" frameborder="0" gesture="media" height="320" src="https://www.bitchute.com/embed/wBvPtmEcRE5P/" width="440"></iframe>
</div>
<div class="MsoNormal">
<span style="line-height: 107%;"><br /><span style="font-family: inherit;">Mari-Rae Sopper's profile can be viewed at the National
9/11 Pentagon Memorial Biography can be found here: <a href="https://pentagonmemorial.org/explore/biographies/mari-rae-sopper">https://pentagonmemorial.org/explore/biographies/mari-rae-sopper</a></span></span><span style="font-family: inherit;">
</span></div>
<span style="font-family: inherit;"><br /></span></div>
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<span style="font-family: inherit;"><b style="mso-bidi-font-weight: normal;"><span style="line-height: 107%;">Bureau of Transportation Statistics
(BTS) Discrepancies</span></b><br />
<b style="mso-bidi-font-weight: normal;"><span style="line-height: 107%;"><br /></span></b>
<span style="line-height: 107%;">An
astonishing discovery made by the late Australian blues guitarist Gerard
Holmgren (and confirmed by others) which he published on 13<sup>th</sup>
November 2003, found that according to the original Bureau of Transportation
Statistics (BTS), showed that AAL 11 and AAL 77 were not listed in the flight log statistics for September 11th. Moreover when they were later logged in the BTS listings it showed neither AAL 11 nor AAL 77 could not have taken off. Furthermore, they did not have an aircraft number assigned
to either of them. <span class="MsoHyperlink"><a href="https://www.serendipity.li/wot/holmgren_interview.htm">https://www.serendipity.li/wot/holmgren_interview.htm</a></span></span></span></div>
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<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit; line-height: 107%;">Below:
AAL 77’s details logged in the Bureau of Transportation Statistics (BTS)
records.</span></div>
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<br /></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: "times new roman" , serif; font-size: 12pt; line-height: 107%;"></span><span style="font-family: "times new roman" , serif; font-size: 12pt; line-height: 107%;"></span></div>
<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhUe5gcmCEJsNJTgL8CB5SGzgnw26nWswvRNsQb9vUcDWDo8uanjyiOSWBcrKr8wT0cYUJXbllgETo_zII9MOz-NtiFdv8CRlrX9VF2S2TyK01xJF4DYD-TI9gFjP93wW7QI8Qv8mLKzg/s1600/09.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="470" data-original-width="675" height="277" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhUe5gcmCEJsNJTgL8CB5SGzgnw26nWswvRNsQb9vUcDWDo8uanjyiOSWBcrKr8wT0cYUJXbllgETo_zII9MOz-NtiFdv8CRlrX9VF2S2TyK01xJF4DYD-TI9gFjP93wW7QI8Qv8mLKzg/s400/09.jpg" width="400" /></a></div>
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<br /></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit; line-height: 107%;">According
to the BTS database entry, it lists no wheels-off time for AAL 77 for that day.
In the official record, the NTSB say the data was not reported, in the
confusion of the day. Some researchers made the assumption, that it proved AAL
77 never existed, but does the data indicate that assumption? If we take the
data at face-value, rather than assuming it is incorrect, misreported, or
falsified, what does the data tell us? It tells us that AAL 77 existed, however
it never took off. The wheels-off data is recorded automatically and
electronically, the fact that the entry exists shows that AAL 77 was scheduled.
The fact that the data shows the time as 00:00 indicates that the wheels never
moved. The BTS data is in direct conflict with positional data of the airplane
released by NTSB, which shows that the airplane did move, and taxied towards
the runway for take-off.<span style="mso-spacerun: yes;"> </span>Additionally,
there is another discrepancy indicating that the airplane was positioned at
Gate D19 or D21 not Gate D26 which was reported in the official Staff Report,
released August 2004.<br />
<br />
Like the other three flights, there is conflicts in the official data, which do
not conclusively support the official narrative.<span style="mso-spacerun: yes;"> </span></span></div>
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<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><b><span style="line-height: 107%;">Aircraft
Communications Addressing and Reporting System (ACARS) discrepancies</span></b><br />
<b><span style="line-height: 107%;"><br /></span></b>
<span style="line-height: 107%;">According to the official ACARS data contained in the PDF document - 5 AWA 898
Printout </span></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit; line-height: 107%;">At
11:49:18 a.m. (7:49:18 a.m. EST) and 12:09:01 p.m. (8:09:01 a.m. EST) American
Airlines Flight 77's ACARS (Uplink and Downlink) messages sent to and from the
airplane indicates a discrepancy in the identity of the flight number. The
flight number is identified as: AA0000 at 8:09:01 a.m. EST. This should not be
the case. Also note, there is a noticeable 20 minute gap in the ACARS data
communications before AAL 77 officially was scheduled to take-off at 8:10 a.m.
EST, even though it is alleged AA77 took off late at 8:20 a.m. EST, according
to the NTSB Report February 2002. <span class="MsoHyperlink"><a href="https://nsarchive2.gwu.edu/NSAEBB/NSAEBB196/doc02.pdf">https://nsarchive2.gwu.edu//NSAEBB/NSAEBB196/doc02.pdf</a></span></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit; line-height: 107%;"><br />
The anomalous flight number AA0000 is non-existent, yet still lists the correct
tail number. In the other instances in the ACARS data, it does show the correct
flight number AA0077 and correct tail number N644AA. Why is there a 20 minute
gap missing in the ACARS data at the time AAL 77 was scheduled to take off?
According Air Traffic Control recordings/transcripts we are led to believe an
airplane (AAL 77) took off. So again, there’s a pattern of conflicting official
data with flights all the flights on 9/11 (AAL 11, UAL 175 and UAL 93) and AAL
77 is no exception. </span></div>
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<br /></div>
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<span style="font-family: "times new roman" , serif; font-size: 12pt; line-height: 107%;"></span><span style="font-family: "times new roman" , serif; font-size: 12pt; line-height: 107%;"></span></div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh0tn-CQyuy1SBe8Bfh79O_3JgR56AqTfHwXYXeOIcfLs0crVrAgsUR9rrLpHYbKgJ5fiVLrJqWPrDRtvNIZbD-VUac9fxqPRs5h97FBZ98dgirHrx_79NQqdHbq8dnTI81fg4At3kYeA/s1600/10.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="528" data-original-width="975" height="216" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh0tn-CQyuy1SBe8Bfh79O_3JgR56AqTfHwXYXeOIcfLs0crVrAgsUR9rrLpHYbKgJ5fiVLrJqWPrDRtvNIZbD-VUac9fxqPRs5h97FBZ98dgirHrx_79NQqdHbq8dnTI81fg4At3kYeA/s400/10.jpg" width="400" /></a></div>
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<br /></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit; line-height: 107%;">The
ACARS data infers that at 11:49 a.m. an UPBLK was sent to an airplane with the
tail number N644AA with reference to a flight number AAL 77, yet by 12:09 p.m.
at the time of the scheduled take off AAL 77, the same airplane with tail
number N644AA displays a non-existent flight number AA0000. It is compelling
because there is no ACARS contact made for 20 minutes with the airplane, and
the fact a downlink message (DLMSG) was sent from the airplane displaying a
non-existent flight number. Does this suggest either the airplane didn’t take
off, or a different airplane took instead? </span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit; line-height: 107%;">According
to the BTS data-base evidence it does suggest that AAL 77 didn’t take off,
perhaps suggesting the ACARS data indicates a different airplane took off
instead. Moreover, does this also support Pilots For 9/11 Truth’s analysis
regarding the flight recorder positional data evidence, which reveals the
possibility that AAL 77 was not at Gate D26, but at Gate D19 or D21
instead?<span style="mso-spacerun: yes;"> </span></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit; line-height: 107%;">Additionally,
after studying the complete ACARS data, it reveals no attempts were made to
reach AAL 77 through ACARS after 9:05 a.m. The last ACARS was sent at 9:05 a.m.
EDT (13:05 UTC). <span class="MsoHyperlink"><a href="https://www.scribd.com/doc/76015964/5-AWA-898-Printout-of-ARINC-Messages">https://www.scribd.com/doc/76015964/5-AWA-898-Printout-of-ARINC-Messages</a></span>
(See Page. 199). The following uplink was sent at 10:00 a.m. EDT, almost 25
minutes after a communication gap after the crash had occurred. There are no
other ULMSG hits between 9:05 a.m. EDT and 9:38 a.m. EDT, only pairs of
ULBLK/DLBLK messages. This is surprising, taking into account that American
Airlines already had an airplane crashed before 9:00 a.m. and AAL 77 had lost
contact at 8:51 a.m. and then at 8:56 a.m. when the transponder is turned off. <span class="MsoHyperlink"><a href="http://www.scribd.com/doc/14353825/T8-B15-Hijacked-Airplaner-2-of-3-Fdr-AA-77-Points-of-Interest" target="_blank">http://www.scribd.com/doc/14353825/T8-B15-...nts-of-Interest</a></span>.
</span></div>
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<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><span style="line-height: 107%;">It is alleged,
the blip of AAL 77 vanished from the radar screens of Indianapolis Center, and the
Air Traffic Control facility responsible for AAL 77, and at the same time radio
communication was lost. The 9/11 Commission Report acknowledges that AAL 77 was
completely lost from radar as early as 8:56 a.m. On page 8-9 they write:<br />
<br />
<i style="mso-bidi-font-style: normal;">At 8:51, American 77 transmitted its last
routine radio communication. ... At 8:54, the aircraft deviated from its
assigned course, turning south. Two minutes later the transponder was turned
off and even primary radar contact with the aircraft was lost. The Indianapolis
Air Traffic Control Center repeatedly tried and failed to contact the aircraft.
American Airlines dispatchers also tried, without success.</i></span><span class="MsoHyperlink"><span style="line-height: 107%;"><a href="https://9-11commission.gov/report/911Report.pdf"> https://9-11commission.gov/report/911Report.pdf</a></span></span></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit; line-height: 107%;"><br />
The controllers thought it had crashed and submitted their assessment to other
ATC centers, FAA headquarters and American Airlines. This caused the top
American Airlines management to believe that AAL 77 crashed into the South
Tower – which they believed until the Pentagon strike. There were also rumours
circulating that an airplane crashed near the Ohio-Kentucky border (as
confirmed in Richard Clarke's "Against all enemies"), which is
exactly the area where AAL 77 vanished, which is depicted in the Flight
Explorer animation. See below: </span></div>
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<span style="font-family: "times new roman" , serif; font-size: 12pt; line-height: 107%;"></span><span style="font-family: "times new roman" , serif; font-size: 12pt; line-height: 107%;"></span></div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh3kXIl7Yz9Kmd2DyfINprYuiqwErATUKeC0fFDSPWYFsYTUcKYkGKxMAwuk6w2Xi0Vnl2GIFqEbv_Ypmh9y-4jxnM4ANg2Owu9Jp0e7FU5ImFUqTMdKlx4RCGXKDC9r2flcG2T92Qv1g/s1600/11.gif" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="480" data-original-width="637" height="301" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh3kXIl7Yz9Kmd2DyfINprYuiqwErATUKeC0fFDSPWYFsYTUcKYkGKxMAwuk6w2Xi0Vnl2GIFqEbv_Ypmh9y-4jxnM4ANg2Owu9Jp0e7FU5ImFUqTMdKlx4RCGXKDC9r2flcG2T92Qv1g/s400/11.gif" width="400" /></a></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<br /></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit; line-height: 107%;">Controllers
activated primary radar as soon as they lost AAL 77, but this measure was
"allegedly" unsuccessful. AAL 77 was not detected by any controllers until it was picked up
at 9:32 a.m. by Dulles TRACON controllers. (The only man who “allegedly” knew
its position at 9:25 a.m. was Norman Mineta).</span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><span style="line-height: 107%;">This
circumstance is even more unbelievable if we believe Air Traffic Controller - Robinson, who states that
AAL 77 had been isolated on an appropriate desk. So they isolated a flight
considered "<i>at risk</i>" and then they sent no ACARS uplinks to ask for
acknowledgement from the crew? Even if American Airlines had suspected it had crashed, but
since they had no confirmation yet, it is amazing that no ACARS uplinks had been sent
during nearly an hour. Again, a comparison with AAL 11 and UAL 93 helps
understand how strange this behaviour is. Also, there had been no rejected
messages from AAL 77 before 9:05 a.m. so we would expect that American Airlines
would send a series of ACARS uplink messages desperately trying to make a contact
with the cockpit, however this wasn’t the case. If
we look at the communication before 9:05 a.m. we see that American Airlines
sent ACARS uplink messages on a regular basis, and what makes it even more amazing is
the fact that they had not tried to do same after 9:05 a.m. when the airplane
had been lost from radar and a hijack or a crash was suspected.</span><span style="line-height: 107%;"><span style="line-height: 107%;"></span></span><br />
</span><div class="MsoNormal">
<span style="line-height: 107%;"><span style="font-family: inherit; line-height: 107%;"><span style="line-height: 107%;"><br />The question is, does turning off a transponder make a plane invisible
to radar? The answer is No. It means that that the airplane shows up as a "primary
radar return", hence a blip, on the radar screen rather than
reporting detailed information about the airplane's identity, altitude, and destination.</span><a href="https://www.theatlantic.com/technology/archive/2014/03/are-transponders-the-main-problem-in-a-word-no/284473/"><span style="line-height: 107%;"> https://www.theatlantic.com/technology/archive/2014/03/are-transponders-the-main-problem-in-a-word-no/284473/</span></a><span style="line-height: 107%;"><b><span> </span><br /><br />What does the radar evidence say?</b></span></span></span></div>
<span style="font-family: inherit;"><span style="line-height: 107%;">
</span><span style="line-height: 107%;"><br />In a Freedom of Information request made to the FAA in 2007, the
FAA made available data in their response on September 12, 2008. <span class="MsoHyperlink"><a href="https://www.thepentacon.com/FAAcover.pdf">https://www.thepentacon.com/FAAcover.pdf</a></span></span></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit; line-height: 107%;">In
the batch of data files released by FAA it included the following radar tracking data
for each of the 4 airplane flights. <br style="mso-special-character: line-break;" />
<br style="mso-special-character: line-break;" />
</span></div>
<ul style="margin-top: 0cm;" type="disc">
<li class="MsoNormal" style="margin-bottom: 0cm; mso-list: l1 level1 lfo2; tab-stops: list 36.0pt;"><span style="font-family: inherit; line-height: 107%;">1 DCC 1739 Radar
Track Data AAL77 Radar Track.pdf</span></li>
<li class="MsoNormal" style="margin-bottom: 0cm; mso-list: l1 level1 lfo2; tab-stops: list 36.0pt;"><span style="font-family: inherit; line-height: 107%;">2 DCC 1738 Radar
Track Data UAL93 Radar Track.pdf</span></li>
<li class="MsoNormal" style="margin-bottom: 0cm; mso-list: l1 level1 lfo2; tab-stops: list 36.0pt;"><span style="font-family: inherit; line-height: 107%;">3 DCC 1740 Radar
Track Data AAL11 Radar Track.pdf</span></li>
<li class="MsoNormal" style="margin-bottom: 0cm; mso-list: l1 level1 lfo2; tab-stops: list 36.0pt;"><span style="font-family: inherit; line-height: 107%;">4 DCC 1737 Radar
Track Data UAL175 Radar Track.pdf</span></li>
</ul>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit; line-height: 107%;">Vincent
Moreau of - 9/11 Maps, plotted the 4 PDF files for each airplane and in process
revealed an anomaly with AAL 77 flight path in the 1 DCC 1739 Radar Track Data
AAL77 Radar Track. <span class="MsoHyperlink"><span style="mso-bidi-font-weight: bold;"><a href="https://911maps.wordpress.com/2014/03/12/new-dcc-radar-track-data/">https://911maps.wordpress.com/2014/03/12/new-dcc-radar-track-data/</a></span></span><span style="mso-spacerun: yes;"> </span>Also, the source file: <span style="mso-bidi-font-weight: bold;">AAL 77 - (d) Radar - 1 DCC 1739 Radar Track
Data AAL77 Radar Track. PDF file can also be found here: </span><span class="MsoHyperlink"><a href="https://catalog.archives.gov/id/7595913">https://catalog.archives.gov/id/7595913</a></span></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit; line-height: 107%;">The anomaly revealed AAL 77 did not make a U-turn
near the border of Kentucky and Ohio to head back to Washington, D.C. as
asserted in the official narrative. Moreover, it continued over Indianapolis
Center instead, where AAL 77 continues in flight over Missouri. </span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: "times new roman" , serif; font-size: 12pt; line-height: 107%;"><span style="mso-spacerun: yes;"> </span></span><span style="font-family: "times new roman" , serif; font-size: 12pt; line-height: 107%;"></span></div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg84mpEvis2T6LiCkarOVPoYC7ZM6ulrNZ4gUiAW86K3jggePC5hCXS_IiU3A2ql4xS0_XVe55fLldX3bz7xGF7az-3wTkduVMbt9zNqHbCLATaJUcGAZuOROjlNPwMJKSc48fY4tt4Fw/s1600/AA77+Maps+Radar+Path.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="822" data-original-width="1576" height="207" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg84mpEvis2T6LiCkarOVPoYC7ZM6ulrNZ4gUiAW86K3jggePC5hCXS_IiU3A2ql4xS0_XVe55fLldX3bz7xGF7az-3wTkduVMbt9zNqHbCLATaJUcGAZuOROjlNPwMJKSc48fY4tt4Fw/s400/AA77+Maps+Radar+Path.jpg" width="400" /></a></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<br /></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit; line-height: 107%;">In the ATC transcripts, at 10:31 a.m. (14:31 UTC)
there is a reference made about tracking AAL 77 over Missouri. This again contradicts the notion that the airplane blip was not picked up on radar. </span></div>
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<br /></div>
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<span style="font-family: "times new roman" , serif; font-size: 12pt; line-height: 107%;"></span><span style="font-family: "times new roman" , serif; font-size: 12pt; line-height: 107%;"></span></div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEibsrOerBUzwqK30IHuO2vUoQdOVMjk1fIS2KAYLskHrkea9yOIiecdKSOqvsrLdQ3Is0iwRsIk8RMdmbB-xae2sIgJ4weVL7Op9IUfisj3jnKEs-Aq5rru7J1tIdEoVTIJZvQH3pB7TA/s1600/13.png" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="550" data-original-width="906" height="242" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEibsrOerBUzwqK30IHuO2vUoQdOVMjk1fIS2KAYLskHrkea9yOIiecdKSOqvsrLdQ3Is0iwRsIk8RMdmbB-xae2sIgJ4weVL7Op9IUfisj3jnKEs-Aq5rru7J1tIdEoVTIJZvQH3pB7TA/s400/13.png" width="400" /></a></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<br /></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit; line-height: 107%;">If
they were tracking AAL 77 over Missouri as suggested in the ATC conversation,
then this suggests they would have had a primary radar return on the target,
which contradicts the claim in the official narrative that they did not.
Essentially, the ATC must have been tracking the target because they had knowledge
of the target they were tracking over Missouri, which they took to be AAL 77.
The official data in the FOIA request suggests AAL 77 was not flying towards
Washington D.C. neither was it the airplane heading towards the Pentagon. Moreover,
there’s no evidence of an <span style="mso-bidi-font-weight: bold;">Emergency
Transmitter Locator (ELT) being activated and transmitted when the alleged airplane
crashed into the Pentagon.</span></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><b style="mso-bidi-font-weight: normal;"><span style="line-height: 107%;">A coincidence, or possible airplane
swap?</span></b><br />
<b style="mso-bidi-font-weight: normal;"><span style="line-height: 107%;"><br /></span></b>
<span style="line-height: 107%;">America
West Airlines was the last airplane to land at Ronald Reagan National (DCI)
across from the Pentagon on 9/11/01. The tail number was N644AW which is very similar to<span style="mso-spacerun: yes;"> </span>AAL 77's tail number, which was N644AA. See
below: </span></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: "times new roman" , serif; font-size: 12pt; line-height: 107%;"><br />
</span><span style="font-family: "times new roman" , serif; font-size: 12pt; line-height: 107%;"></span><span style="font-family: "times new roman" , serif; font-size: 12pt; line-height: 107%;"></span></div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhXJp5CBTfDcXf5MDwR0wqxOCoNTVGi9xoAbXYLeoTKBHBstzn4MNMPw69D_Ohy8ul7X1A1tzi0Ru_kq0RzJ9s5vc8wVf-acjcxwuq-atmgwiRExDqPwYTpeKxg9532HWPfZ4B3HcN5Fg/s1600/123.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="510" data-original-width="979" height="207" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhXJp5CBTfDcXf5MDwR0wqxOCoNTVGi9xoAbXYLeoTKBHBstzn4MNMPw69D_Ohy8ul7X1A1tzi0Ru_kq0RzJ9s5vc8wVf-acjcxwuq-atmgwiRExDqPwYTpeKxg9532HWPfZ4B3HcN5Fg/s400/123.jpg" width="400" /></a></div>
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<br /></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit; line-height: 107%;">Detailed
Statistics <br />
Arrivals <br />
<br />
Airport: Washington DC - Ronald Reagan Washington National (DCA) <br />
Airline: America West Airlines (HP) <br />
Month(s): September <br />
Day(s): 11 <br />
Year(s): 2001 <br />
NOTE: A complete listing of airline and airport abbreviations is available.
Times are reported in local time using a 24 hour clock. <br />
<br />
Carrier Code Date (MM/DD/YYYY) Flight Number Tail Number Origin Airport Actual
Departure Time Wheels-on Time<br style="mso-special-character: line-break;" />
<br style="mso-special-character: line-break;" />
</span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit; line-height: 107%;">HP
9/11/2001 98 N644AW CMH 9:39 9:35 <br />
<br />
Source: Bureau of Transportation Statistics</span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit; line-height: 107%;">The
departure time from CHM (Port Columbus International), Ohio is 8:28 a.m. and
the arrival time at Reagan National Airport (DCA) is 9:39 a.m. The scheduled
elapsed time is 65 minutes. There are two airplanes listed departing from CHM
on 9/11 with the same tail number N644AW. The second one (the same airplane)
was scheduled departure time of 13:59 p.m. The owner of the airplane is
Wilmington Trust Company Trustee, the same owner as AAL 77. I have determined
that an American West Airlines A320 airplane landed at Reagan at 9:39 a.m. with
the tail number: N644AW. (AAL 77’s tail number is: N644AA). </span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit; line-height: 107%;">America
West Flight 0098: <br />
Tail Number: N644AW<br />
Owner: Wilmington Trust Co. <br style="mso-special-character: line-break;" />
<br style="mso-special-character: line-break;" />
</span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit; line-height: 107%;">Departure:
Ohio, 8:40 a.m. (Wheels off time) <br />
Arrival: 9:39 a.m. (Wheels on time), Reagan National Airport (directly on the
other side of the Pentagon) <span class="MsoHyperlink"><a href="http://s15.invisionfree.com/Loose_Change_Forum/index.php?showtopic=4371" target="_blank">http://s15.invisionfree.com/Loose_Change_F...?showtopic=4371</a></span></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit; line-height: 107%;">AAL
77’s transponder signal was switched off in the location of the Ohio-Kentucky
boarder at 8:56 a.m. The alleged impact time was 9:37 a.m. into the Pentagon
building, which is situated next to Reagan National Airport. </span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<br /></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: "times new roman" , serif; font-size: 12pt; line-height: 107%;"></span><span style="font-family: "times new roman" , serif; font-size: 12pt; line-height: 107%;"></span></div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiAx_jSUyAcvQxfdy6yBgBAZghkrPJ8PFIyy77ijkpAvS4nECzLqsTjOEOrUExdg8omgVjwfFVy351vn96lIHsTWj7KPTCANmlKRwPCiipTsfIRlNml7IO7ldhm7GQ_eOulF6KHUA4izw/s1600/16.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="419" data-original-width="796" height="210" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiAx_jSUyAcvQxfdy6yBgBAZghkrPJ8PFIyy77ijkpAvS4nECzLqsTjOEOrUExdg8omgVjwfFVy351vn96lIHsTWj7KPTCANmlKRwPCiipTsfIRlNml7IO7ldhm7GQ_eOulF6KHUA4izw/s400/16.jpg" width="400" /></a></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<br /></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit; line-height: 107%;">It's
very interesting that both airplanes have a near-identical tail number, and are
owned by the same company. Is it a coincidence that BOTH airplanes are near the
Pentagon at almost EXACTLY the same time, and AAL 77’s transponder code was
lost over Ohio and the American West Airlines airplane took off from CHM, Ohio
at 8:40 a.m. just 16 minutes before AAL 77 transponder is switched off.<span style="mso-spacerun: yes;"> </span><span class="MsoHyperlink"><a href="http://z15.invisionfree.com/Loose_Change_Forum/index.php?showtopic=4371&st=30" target="_blank">http://z15.invisionfree.com/Loose_Change_F...=4371&st=30</a></span></span></div>
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<br /></div>
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<span style="font-family: "times new roman" , serif; font-size: 12pt; line-height: 107%;"></span><span style="font-family: "times new roman" , serif; font-size: 12pt; line-height: 107%;"></span></div>
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<div class="separator" style="clear: both; text-align: center;"><br /></div>
<div class="MsoNormal" style="margin-bottom: 0cm;"><span style="font-family: inherit;"><span style="line-height: 107%;">Considering the airplane which landed at Reagan
National Airport at 9:39 a.m. had the tail number: N644AW, does this data
suggest the possibility of an airplane swap around the Ohio, Kentucky boarder? It
is plausible, especially when considering at 9:35 a.m. two downlink ACARS
messages were sent from “allegedly” AAL 77 to Baltimore and Washington Dulles
Radio Ground Stations (RGS), when AAL 77 was flying past Missouri, which is in the
opposite direction and nowhere near Baltimore or Washington Dulles Radio Ground
Stations. Ostensibly the American West Airlines flight tail number: N644AW
would have been near those RGS locations. Note, no more ACARS messages
are visible to read until the last one which was an uplink at 10:00 a.m. to the
airplane. This is revealing because even though it says the ACARS uplink
message was not delivered, the question remains why would an ACARS message be
sent to an airplane that had already crashed twenty three minutes earlier?</span><span style="line-height: 107%;">
Perhaps if they were tracking AAL 77, and it was still flying towards
Missouri,
that might explain why an ACARS message was sent, in the belief that AAL
77 was
still airborne. Also, if the airplane was swapped with American West
Airlines,
then this could also explain why controllers may have thought AAL 77 had
landed
at Reagan National Airport safely, which is why an ACARS message was
sent.
Either way, it is indicated and reflected in the Air Traffic Control
transcripts that controllers were unsure whether AAL 77 had crashed. Even
the Secret Service didn't believe it was an airplane that hit the Pentagon building, which is also reflected in the ATC transcripts at 11:17 a.m.
See below:</span></span><br />
<br />
<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjGFF0QfG6dmp8I1m9yPvoLExt7WmfLxy-VgcksW12slo1wAEhcmUSWjc8_Dy1Y2q7vsneT0CMYDnYaR3yV9s4vlDBOghsa32sX79SWIHDECiBY9BeEN6VERCmbzoFKCPLwmp0GB3lMug/s1600/ATCUAL+93+%2528AAL+77%2529.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="635" data-original-width="901" height="281" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjGFF0QfG6dmp8I1m9yPvoLExt7WmfLxy-VgcksW12slo1wAEhcmUSWjc8_Dy1Y2q7vsneT0CMYDnYaR3yV9s4vlDBOghsa32sX79SWIHDECiBY9BeEN6VERCmbzoFKCPLwmp0GB3lMug/w400-h281/ATCUAL+93+%2528AAL+77%2529.jpg" width="400" /></a></div>
<span style="line-height: 107%;"><br /><span style="font-family: inherit;">Moreover, there is no evidence of an Emergency Locator Transmitter (ELT) being activated or transmitted at the time of the crash, which should have happened.<span style="line-height: 107%;"> <br /><br />Emergency transmitters are
carried aboard most general aviation aircraft in the U.S. In the event of an
aircraft accident, these devices are designed to transmit a distress signal on
121.5 and 243.0 MHz frequencies. ELTs are mounted in the airplane, and designed
to be triggered upon impact or may be manually activated using the remote
switch and control panel indicator in the cockpit. Activation of the ELT
triggers an audio alert, and 406-MHz ELTs transmit GPS position for search and
rescue. [Emergency Locator Transmitters – AOPA]. </span></span></span></div>
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<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><span style="line-height: 107%;"><a href="https://www.aopa.org/advocacy/aircraft/aircraft-operations/emergency-locator-transmitters">https://www.aopa.org/advocacy/aircraft/aircraft-operations/emergency-locator-transmitters</a></span><span style="line-height: 107%;"></span></span></div>
<span style="line-height: 107%;"><span style="font-family: inherit;"><span style="line-height: 107%;">
</span><br />I will be posting further updates to this blog-post, as I still have more evidence to assess. <br /></span><br /><span style="font-size: 12pt;"><span style="font-family: times new roman, serif; mso-spacerun: yes;"></span><span style="font-family: times new roman, serif; mso-spacerun: yes;"></span></span></span><span style="font-family: "times new roman" , serif; font-size: 12pt; line-height: 107%;"></span>Mark Conlonhttp://www.blogger.com/profile/16886787125931324069noreply@blogger.com0tag:blogger.com,1999:blog-21091296366336430.post-74227013396377359512020-02-15T17:27:00.111+00:002024-03-13T21:13:17.325+00:00United Airlines 'Flight 175' - "An Independent Analysis"<div style="text-align: left;">
</div>
<div class="MsoNormal" style="text-align: center;"><span style="font-family: inherit; line-height: 107%;">By Mark Conlon</span><span style="font-family: times;"><span style="font-size: medium;"><br /><br /></span><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiAKc4ew3iZVkZJjQXt6SN4kByH-cCkkXSu3fQ3XUWxXC1aI7hw47irCIpTgEIWbU6nblqZc9uRFlJFbhqfgRGXj9LYRoUJ5S9EjFuoGNX3hL_qXjIUps1bhDcYLj1sG26MJDLxEX2bR3TKZT4rliDyVy2ALoMdXZSgLeXp-w2JdxSg9FpAVpHYChvSpA/s1024/Boeing_767-222,_United_Airlines_AN0188143.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="761" data-original-width="1024" height="238" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiAKc4ew3iZVkZJjQXt6SN4kByH-cCkkXSu3fQ3XUWxXC1aI7hw47irCIpTgEIWbU6nblqZc9uRFlJFbhqfgRGXj9LYRoUJ5S9EjFuoGNX3hL_qXjIUps1bhDcYLj1sG26MJDLxEX2bR3TKZT4rliDyVy2ALoMdXZSgLeXp-w2JdxSg9FpAVpHYChvSpA/s320/Boeing_767-222,_United_Airlines_AN0188143.jpg" width="320" /></a></div><br /></span></div>
<div class="MsoNormal"><span style="font-family: inherit;">United
Airlines “Flight 175” (UAL 175) was a scheduled domestic passenger flight from
Logan International Airport, in Boston, Massachusetts, to Los Angeles
International Airport, in Los Angeles, California.</span></div>
<div class="MsoNormal" style="text-align: left;">
</div>
<div class="MsoNormal" style="text-align: left;">
<span style="font-family: inherit; line-height: 107%;">On
September 11<sup>th</sup> 2001 UAL 175 was scheduled to depart at 08:00 a.m. for Los
Angeles. Allegedly fifty-one passengers and the five hijackers boarded the 767 through
Terminal C's Gate 19. The plane pushed back at 07:58 a.m. and took off at 08:14
a.m. from runway 9. It is estimated that UAL 175 was hijacked between 08:42 a.m.
and 08:46 a.m. while American Airlines “Flight 11” (AAL 11) was just minutes
away from hitting the North Tower. We are told the hijackers forcibly breached
the cockpit and overpowered the pilot and first officer, allowing lead hijacker
and trained pilot Marwan al-Shehhi to take over the controls. Unlike AAL 11,
which turned its transponder off, the aircraft's transponder was visible on New
York Center's radar, and the aircraft deviated from the assigned flight path
for four minutes before air traffic controllers noticed these changes at 08:51 a.m.
EDT. Several unsuccessful attempts to contact the cockpit were made by Air
Traffic Control. Allegedly, several passengers and crew aboard made phone calls
from the plane to family members and provided information about the hijackers
and injuries suffered by passengers and crew. At 9:03 a.m. the aircraft crashed
into the South World Trade Center Tower.</span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: justify;"><span style="font-family: inherit;"><br />
</span><div style="text-align: left;">
<b><span style="font-family: inherit; line-height: 107%;">Discrepancies in the "official" wheels-off time of UAL 175.</span></b></div>
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit; line-height: 107%;">In
the Bureau of Transportation Statistics (BTS) database, it reveals a discrepancy
regarding the "wheels-off time" of UAL 175. (This is the moment when
the plane lifts off from the runway). The BTS records a wheels-off time of 8:23
a.m., which differs from the "official" narrative wheels-off time,
which is 8:14 a.m. The BTS database reveals that the tail number of the airplane
that took-off at 8:23 a.m. was N612UA. This was UAL 175. Yet in contradiction we
have Air Traffic Control (ATC) communications indicating that UAL 175 took-off
at 8:14 a.m. This leaves no proof that the plane that took-off at 8:14 a.m. was
tail number N612UA. Some people have tried to suggest this was an information inputting
error which created this discrepancy? The take-off at 8:14 a.m. is also
confirmed and supported in the ATC Pilot radio transcripts and radar data. This
leaves an obvious question to ask. What about the 8:23 a.m. take-off? </span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: justify;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: justify;">
<span style="font-family: inherit; line-height: 107%;">
</span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit; line-height: 107%;">To
learn more we need to understand how the information was being generated. The
wheels-off time is triggered automatically by a mechanical sensor switcher when
the airplane loses contact with the ground. The data is then sent automatically
to the airline via the ‘Aircraft Communications Addressing and Reporting System’
(ACARS), and then the airline forwards the data to the BTS on a regular basis.
Ostensibly,<b style="mso-bidi-font-weight: normal;"> </b>no human intervention is
involved<span style="color: black; mso-themecolor: text1;">,</span> thus no human failure
is possible. The fact that the gate departure of 7:58 a.m. coincides with the
"official" narrative suggests that the data is valid. </span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: justify;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: justify;">
</div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit; line-height: 107%;">Interestingly,
an eyewitness for the 8:23 a.m. “unofficial” take-off time is a pilot named
Steve Miller. He was the First Officer on US Airways 6805, which departed
directly after UAL 175. Lynn Spencer, the author of the book “Touching History”<b style="mso-bidi-font-weight: normal;"><span style="color: black; mso-themecolor: text1;">,</span></b> interviewed Miller for her book. Miller meticulously
described how he and his Captain Ron Maxwell were waiting for the departure of
United Airlines “Flight 175” as they were the next in line. Quoting from the
book below:</span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: justify;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<i style="mso-bidi-font-style: normal;"><span style="font-family: inherit; line-height: 107%;">“On the taxi-out in
Boston, they (the pilots of US Airways 6805) waited at the runway's hold-short
line, where Miller looked up to watch a United Boeing 767 take off, United
Flight 175. The final weight and balance calculations from dispatch came over
the ACARS at 8:05, and with that in hand, the crew was ready to fly. Wide-body
aircraft produce especially powerful wingtip vortices - horizontal,
tornado-like winds off the ends of the wings - which require time to dissipate
before other aircraft can take off, so he waited the required three minutes
after United 175 departed before he received his take off clearance”.</span></i></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: justify;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit; line-height: 107%;">One
must consider, does this suggest that a UAL 175 took-off at 8:14 a.m. and
another "UAL 175" took-off at 8:23 a.m. especially when we bear in
mind US Airways 6805's First Officer Miller's account, who was next in line
behind UAL 175 to take-off from the runway, and also the "official"
BTS data with tail number N612UA (which is UAL 175) taking-off at 8:23 a.m. </span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit; line-height: 107%;">When
cross-referencing the BTS database, it revealed that USA 6805 had a wheels-off
time of 8:28 a.m. Miller explicitly described waiting three minutes before
getting take-off clearance, adding time for the time span between take-off for clearance
and actual wheels-off, indicating UAL 175 must have lifted-off the runway
around 8:23-8:24 a.m. which makes it inconceivable that Miller observed an
airplane that took-off at 8:14 a.m.</span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit; line-height: 107%;">
</span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit; line-height: 107%;">The
question that must be considered is. Did Miller see a different United Airlines
airplane? This appears unlikely, after searching the BTS database for other United
Boeing 767's it returned no results for the relevant time. There is a slim
possibility that a non-domestic United Boeing 767 took-off then, because the
BTS database only lists domestic flights, however Miller himself says it was UAL
175, so either he overheard the flight number when taxiing out, or for someone
like Miller who was frequently flying from Boston Logan (as he says) was
familiar with the wide-body planes departing at that time.</span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: justify;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit; line-height: 107%;">UAL
175 was pushed back from the gate at 8:01 a.m. and according to the
"official" story, and the BTS record log. However the
"wheels-off time"<b style="mso-bidi-font-weight: normal;"><span style="color: red;"> </span></b>(when it lifted-off the runway) is different. The
"official" narrative says it was 8:14 a.m., which is backed by the
ATC transcripts. The BTS says 8:23 a.m., which makes a huge nine minutes
discrepancy.</span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit; line-height: 107%;">The
FAA's report has UAL 175 at 19,000 feet at 8:23 a.m. and is visually identified
by AAL 11's pilot at 8:35 a.m. The 9/11 Commission Report states that "<i style="mso-bidi-font-style: normal;">United 175 pushed back from its gate at 7:58
and departed Boston Logan Airport at 8:14. By 8:33 it had reached its assigned
cruising altitude of 31,000 feet.</i><a href="http://www.911commission.gov/report/911Report_Ch1.htm"> <span class="MsoHyperlink">http://www.911commission.gov/report/911Report_Ch1.htm</span></a></span></div>
<div style="text-align: left;"><span style="font-family: inherit;">
</span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
</div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit; line-height: 107%;">This
document states that UAL 175 "departed" at 8:14 a.m. Reference: FAA
report, Executive Summary, Chronology of a Multiple Hijacking Crisis, September
11, 2001, Sept. 17, 2001 [Referenced Chapter 1, The 9/11 Commission Report,
"We Have Some Planes," footnotes 40, 41] (page 1 of 3)</span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<a href="http://www.gwu.edu/~nsarchiv/NSAEBB/NSAEBB165/faa5.pdf"><span class="MsoHyperlink"><span style="font-family: inherit; line-height: 107%;">http://www.gwu.edu/~nsarchiv/NSAEBB/NSAEBB165/faa5.pdf</span></span></a></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit; line-height: 107%;">A more detailed FAA document that states that UAL 175 began its take-off
roll at 8:14 a.m. and that at 8:23 a.m. UAL 175 established radio contact with
Boston Air Route Traffic Control Center (ZBW). "<i style="mso-bidi-font-style: normal;">Boston, morning, united one-seventy-five out of one-nine (nineteen
thousand feet) for two-three-zero</i>” (twenty-three thousand feet). </span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit; line-height: 107%;">The
document continues that sometime after 8:23 a.m. UAL 175 was instructed to
climb to 31,000 feet, and that at 8:40 a.m. UAL 175 radioed that it was at
31,000 feet.</span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit; line-height: 107%;">FAA
report, Summary of Air Traffic Hijack Events: September 11, 2001, Sept. 17,
2001 [Referenced Chapter 1, the 9/11 Commission Report, "We Have Some
Planes," footnote 44]</span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit;"><a href="http://www.gwu.edu/~nsarchiv/NSAEBB/NSAEBB165/faa7.pdf"><span class="MsoHyperlink"><span style="line-height: 107%;">http://www.gwu.edu/~nsarchiv/NSAEBB/NSAEBB165/faa7.pdf</span></span></a><span style="line-height: 107%;"> (Page 12 of 59).</span></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit; line-height: 107%;">Another
reason this time is important and has become more apparent, is from reading the
(FAA) Report on the Aircraft Accident about AAL 11 <a href="http://www.gwu.edu/~nsarchiv/NSAEBB/NSAEBB165/faa6.pdf"><span class="MsoHyperlink">http://www.gwu.edu/~nsarchiv/NSAEBB/NSAEBB165/faa6.pdf</span></a></span></div>
<div style="text-align: left;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit; line-height: 107%;">
</span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit; line-height: 107%;">At
page 3 of 4, the report states that UAL 175 made visual contact with AAL 11 and
verified AAL 11's altitude at 8:38 a.m. (12:38 Universal Time). This would not
have been possible if UAL 175 left the ground at 8:23 a.m. as the BTS data
says, rather than at 8:14 a.m. as the FAA states and the 9/11 Commission say,
because UAL 175 would have been 50 miles or more east of AAL 11's reported
flight path. </span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit; line-height: 107%;">Another
interesting note is, New York Center’s air traffic controller, Dave Bottiglia takes
over monitoring the flight from Boston Center controller John Hartling. UAL 175
waits nearly 45 seconds to check in with Bottiglia. According to author Lynn
Spencer, this is “rather long, and Bottiglia is just about to call the airplane.”
But then Captain Victor Saracini, the pilot of UAL 175, makes radio contact,
saying, “<i style="mso-bidi-font-style: normal;">New York, United 175 heavy</i>.”<span style="mso-spacerun: yes;"> </span>Spencer, 2008, pp. 36</span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: justify;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit; line-height: 107%;">Also,
UAL 175 stopped transmitting its transponder signal. It is currently flying
near the New Jersey-Pennsylvania border, however the transponder is turned-off
for only about 30 seconds and then comes back on as a signal that is not
designated for any airplane on this day. Then, within the space of a minute, it
is changed to another new code, however New York Center’s air traffic computers
do not correlate either of these new transponder codes with UAL 175.
Consequently, according to an early FAA report, “<i style="mso-bidi-font-style: normal;">the secondary radar return (transponder) indicating aircraft speed,
altitude, and flight information began to coast and was no longer associated
with the primary radar return</i>.” Therefore,
while controllers are able “to track the intruder easily, they could not
identify it.” 9/11 Commission, 8/26/2004, pp. 21 <span class="MsoHyperlink"><a href="https://www.hsdl.org/?view&did=484625">https://www.hsdl.org/?view&did=484625</a></span></span></div>
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<b style="mso-bidi-font-weight: normal;"><u><span style="line-height: 107%;"><span style="font-family: inherit; text-decoration: none;"><br /></span></span></u></b></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<b style="mso-bidi-font-weight: normal;"><span style="font-family: inherit; line-height: 107%;">Emergency Locator
Transmitters (ELT) Discrepancies with UAL 175</span></b></div>
<div style="text-align: left;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit; line-height: 107%;">
</span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit; line-height: 107%;">Emergency
Locator Transmitters (ELTs) are emergency transmitters that are carried aboard
most general aviation aircraft in the U.S. In the event of an aircraft
accident, these devices are designed to transmit a distress signal on 121.5 and
243.0 MHz frequencies. ELTs are mounted aft in the airplane, and designed to be
triggered upon impact or may be manually activated using the remote switch and
control panel indicator in the cockpit. Activation of the ELT triggers an audio
alert, and 406-MHz ELTs transmit GPS position for search and rescue. [Emergency
Locator Transmitters – AOPA].</span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<span class="MsoHyperlink"><span style="font-family: inherit; line-height: 107%;"><a href="https://www.aopa.org/advocacy/aircraft/aircraft-operations/emergency-locator-transmitters">https://www.aopa.org/advocacy/aircraft/aircraft-operations/emergency-locator-transmitters</a></span></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: justify;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit; line-height: 107%;">As
UAL 175 “allegedly” hit the South Tower of the World Trade Center at 9:03:11
a.m. an ELT should have been activated, however an ELT was activated in the New
York area several minutes before the “alleged” airplane hit the South Tower. UAL 175
“allegedly” transmitted<span style="color: red;"> </span>an<span style="color: red;"> </span>ELT signal on 121.5 megahertz, which is an emergency
frequency that ELTs are designed to transmit their distress signals on, at just
before 8:58:28 a.m. , which is over four minutes before the UAL 175 crashed. The
pilot of Flight 583, who had reported the ELT signal before the North Tower was
struck, told David Bottiglia at the New York Center that he had noticed another
ELT going-off. The pilot said, "<i style="mso-bidi-font-style: normal;">I
hate to keep burdening you with this stuff, but now we're picking up another
ELT on 121.5.</i>" </span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit;"><span class="MsoHyperlink"><span style="line-height: 107%;"><a href="https://www.scribd.com/document/17336462/T8-B8-Miles-Kara-Docs-3-Timelines-Fdr-Team-8-Tab-Hunt-for-AA-11-After-WTC-1-Hit-951">https://www.scribd.com/document/17336462/T8-B8-Miles-Kara-Docs-3-Timelines-Fdr-Team-8-Tab-Hunt-for-AA-11-After-WTC-1-Hit-951</a></span></span><span style="line-height: 107%;">
(Pg. 7 of 11)</span></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit; line-height: 107%;">Although
an ELT went-off minutes before UAL 175 hit the South Tower, it seems that no
ELT went-off at the time of the crash itself at 9:03:11. This “official”
evidence confirms an ELT going-off at 8:58:28 a.m. which is four minutes before
the “official” crash of UAL 175. Does this “official” evidence suggest UAL 175
did not crash into the South Tower at 9:03:11 a.m.? Clearly the South Tower had
not been struck by any plane at this time, so it could not have been UAL 175. </span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<b style="mso-bidi-font-weight: normal;"><span style="font-family: inherit; line-height: 107%;">What does the radar evidence indicate? </span></b></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<div style="text-align: left;">
<span style="font-family: inherit; line-height: 107%;">When studying the radar data it appears to show that UAL 175 (transponder code: 3321) did not deviate
off-course and fly towards New York, as asserted in the “official” narrative.
UAL 175 appears to continue its flight path. However UAL
1523 appears to fly close-by and merges with UAL 175. UAL 1523 appears to take the route that is
attributed to UAL 175, heading towards New York? This is also supported by ACARS data, indicating UAL 175 did not deviate and head towards New York.</span></div>
<br />
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<span style="font-family: inherit; line-height: 107%;">In the set of images below, you can observe UAL 1523 converging with UAL 175, showing UAL 1523 appearing to deviate and head towards New York. See below: </span></div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg0UKkwbAIDdK-EViGow7Ebp98xDlqnyUFNEXgVBY7S74-1tsBCvLHc03vYmdBwYGfk_mNmLlvA5SZmFjJXcS8yGJ7X6TamvRwyW_qlo0aZ71rqb0-ffxMSlOYa1YmjRwLHGFsTyiC89g/s1600/UA175+%2526+PLANEX+3c.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="361" data-original-width="559" height="257" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg0UKkwbAIDdK-EViGow7Ebp98xDlqnyUFNEXgVBY7S74-1tsBCvLHc03vYmdBwYGfk_mNmLlvA5SZmFjJXcS8yGJ7X6TamvRwyW_qlo0aZ71rqb0-ffxMSlOYa1YmjRwLHGFsTyiC89g/s400/UA175+%2526+PLANEX+3c.jpg" width="400" /></a></div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjpvquLRGGvLt1ymvv3p1jffg0mllkvXZpdB89JEznUqAFjr5uFScFTak72_QZykt3ljKWkj3f3nWvl9KO2r_NTeyEcq0Thx1g2iNgW4aD3JP9EtwpKn6wJRS0TsSBeEqUs1DuG9b6eZg/s1600/UA175+%2526+PLANEX+4d.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="357" data-original-width="559" height="255" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjpvquLRGGvLt1ymvv3p1jffg0mllkvXZpdB89JEznUqAFjr5uFScFTak72_QZykt3ljKWkj3f3nWvl9KO2r_NTeyEcq0Thx1g2iNgW4aD3JP9EtwpKn6wJRS0TsSBeEqUs1DuG9b6eZg/s400/UA175+%2526+PLANEX+4d.jpg" width="400" /></a><span style="font-family: "times new roman" , serif; font-size: 12pt; line-height: 107%;"><span style="mso-spacerun: yes;"> </span></span></div>
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<span style="font-family: "times new roman" , serif; font-size: 12pt; line-height: 107%;">
</span></div>
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<b style="mso-bidi-font-weight: normal;"><span style="font-family: inherit; line-height: 107%;">What does the ACARS data indicate about
UAL 175?</span></b></div>
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<span style="font-family: inherit;"><br /></span></div>
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<span style="font-family: inherit; line-height: 107%;">Aircraft
Communications Addressing and Reporting System (ACARS) is a device used to send
messages to and from an aircraft. Very similar to text messages and email we
use today, Air Traffic Control, the airline itself, and other airplanes can
communicate with each other via this "texting" system. ACARS was
developed in 1978 and is still used today. Similar to cell phone networks, the
ACARS network has remote ground stations installed around the world to route
messages from ATC and the airline, to the aircraft depending on its location and
vice versa. </span></div>
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<span style="font-family: inherit;"><br /></span></div>
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<div style="text-align: left;">
<span style="font-family: inherit; line-height: 107%;">ACARS
Messages have been obtained through the ‘Freedom of Information Act’ (FOIA)
which demonstrated that the aircraft received messages through ground stations
located in Harrisburg, Pennsylvania, and then later routed through a ground station in
Pittsburgh, 20 minutes after the aircraft “allegedly” impacted the South Tower
in New York.</span></div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhDHbbi0o9EoRsQK54DC2hnSwclDRIRpPK3k5BapCsx3QEPDtjNk57sz9FwOfnYwYWMcvmJQ4O1OjgxY6iznHj548LQvIwvV42K7CuGmskhCLBJL8Vxy4Fe3ii3Mf1v2omdNprPWFdhoQ/s1600/UA175+%2526+PLANEX+5e.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="361" data-original-width="557" height="258" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhDHbbi0o9EoRsQK54DC2hnSwclDRIRpPK3k5BapCsx3QEPDtjNk57sz9FwOfnYwYWMcvmJQ4O1OjgxY6iznHj548LQvIwvV42K7CuGmskhCLBJL8Vxy4Fe3ii3Mf1v2omdNprPWFdhoQ/s400/UA175+%2526+PLANEX+5e.jpg" width="400" /></a></div>
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<div style="text-align: left;">
<span style="font-family: inherit; line-height: 107%;">The
“official” ACARS data does not support that UAL 175 deviated off course and flew back towards the New York area and
then crashed into the South Tower. Instead the ACARS data messages show
UAL 175 continuing its flight path and registering two “received” ACARS
messages by the plane at 8:59 a.m. and 9:03 a.m. in Harrisburg, Pennsylvania which
is in the opposite direction to New York. </span></div>
</div>
<div style="text-align: left;"><span style="font-family: inherit;">
</span></div>
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<span style="font-family: inherit; line-height: 107%;">
</span></div>
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<span style="font-family: inherit; line-height: 107%;">The
image below it shows the first ACARS message received at 8:59 a.m. as UAL 175
is “allegedly” flying towards the South Tower in New York.</span></div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjhHS2rAVd3_OxdQTpon2LGEkKaIgAYDGYLxM1ttU3C4SVP4Jq7kUsuX1Vi0O3gi2DmyB9c_H9mHAF4JaSjZuurhzHPc0bqefdlZi2CbH0E3ovJ1n24WdDUS-kDZmyHoG5SVIs6iQ9hng/s1600/ACARS175+8-59am+1.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="477" data-original-width="1253" height="151" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjhHS2rAVd3_OxdQTpon2LGEkKaIgAYDGYLxM1ttU3C4SVP4Jq7kUsuX1Vi0O3gi2DmyB9c_H9mHAF4JaSjZuurhzHPc0bqefdlZi2CbH0E3ovJ1n24WdDUS-kDZmyHoG5SVIs6iQ9hng/w400-h151/ACARS175+8-59am+1.jpg" width="400" /></a></div>
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<span style="font-family: "times new roman" , serif; font-size: 12pt; line-height: 107%;">
</span></div>
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<span style="font-family: inherit; line-height: 107%;">The
image below shows the second ACARS message received by the plane at 9:03 a.m.
as UAL 175 is “allegedly” about to crash into the South Tower in New York at
9:03 a.m.</span></div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgbUmwAYEMEw8akClSWRCgDuGU7kGK1KyIU7gX3csuFNxtGcUrGHFHtTtMHWXqNb3tJMrtaPhz-IqwtzIKg4tb2XeWQVQzNbc2RscYQG2N4heOuv1N_Zj4VyGP2Nnnzg8vhmIFJquFVOg/s1600/ACARS175+9-03am+2.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="480" data-original-width="1264" height="151" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgbUmwAYEMEw8akClSWRCgDuGU7kGK1KyIU7gX3csuFNxtGcUrGHFHtTtMHWXqNb3tJMrtaPhz-IqwtzIKg4tb2XeWQVQzNbc2RscYQG2N4heOuv1N_Zj4VyGP2Nnnzg8vhmIFJquFVOg/w400-h151/ACARS175+9-03am+2.jpg" width="400" /></a></div>
<br />
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<span style="font-family: inherit; line-height: 107%;">The
image below shows a third ACARS message which was sent to UAL 175 located from
Pittsburgh ACARS ground station at 9:23 a.m. The 9/11 Commission omitted
whether or not this ACARS message was received by the plane. Why did they omit
this information? It is more than likely it was received by the plane based on
the previous two messages showing that the plane was travelling in that
direction away from New York area, which is why the ACARS ground stations were
sending the messages from those ACARS ground station locations.</span></div>
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<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEitz1sMcvPZimfF4yH4Ja0AKV6b6ZuKWJH-rujW-Ptu1w3Nf6ULvyCoN3XP6b9PCUtu30DsHKIja3umMpgKBIvObRXQKWbef1Q1-qWmqS0pSGrqTW_mEJgQTFu_TSvlk7TYdYyE6wAAhw/s1600/ACARS175+3+-+9-23am+PIT.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="478" data-original-width="1266" height="150" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEitz1sMcvPZimfF4yH4Ja0AKV6b6ZuKWJH-rujW-Ptu1w3Nf6ULvyCoN3XP6b9PCUtu30DsHKIja3umMpgKBIvObRXQKWbef1Q1-qWmqS0pSGrqTW_mEJgQTFu_TSvlk7TYdYyE6wAAhw/w400-h150/ACARS175+3+-+9-23am+PIT.jpg" width="400" /></a></div>
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<span style="font-family: "times new roman" , serif; font-size: 12pt; line-height: 107%;">
</span></div>
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<span style="font-family: inherit; line-height: 107%;">Based
on Flight Tracking protocol, the only reason the Central Processing System
would choose to route messages through the ground stations located at Harrisburg
(MDT), and then later Pittsburgh (PIT), over the numerous ground stations much
closer and surrounding NYC, is due to the aircraft being in the vicinity of
MDT, and then later, PIT. This means that the airplane observed to strike the
South Tower at 9:03a.m. was not UAL 175.<span style="mso-spacerun: yes;">
</span>So, if UAL 175 was somewhere over in Pennsylvania when the airplane was
observed to strike the South Tower, and a standard 767 cannot perform at such
excessive speeds as reported, then where did the plane come from which was
observed to strike the South Tower? </span></div>
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<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit; line-height: 107%;">Further
corroboration comes when an ARINC Expert was contacted in San Francisco. When
told about the ACARS message being routed through PIT after the airplane had
already “allegedly” crashed into the South Tower, this is what she had to say: </span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit;"><br />
<span style="line-height: 107%;">"<i style="mso-bidi-font-style: normal;">There is no way that message would be routed through Pittsburgh if the
airplane crashed in New York City</i>"</span></span></div>
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<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: justify;">
<div style="text-align: left;">
<span style="font-family: inherit; line-height: 107%;">The
9/11 Commission didn't confirm or mention in the report if the 9:23 a.m. ACARS message to the airplane was received,
after the two last known ACARS message at 8:59 a.m and 9:03 a.m. messages were received by the airplane. The 9/11 Commission ostensibly omitted, and avoided this specific point. If the ACARS
message sent at 9:23 a.m. to the airplane was received by the airplane after the “alleged” crash at 9:03 a.m.
this would be seriously very damaging for the "official" narrative of UAL 175, if indeed the 9/11 Commission
confirmed the 9:23 a.m. ACARS messages had been received by the airplane.</span></div>
<div style="text-align: left;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="text-align: left;">
<span style="font-family: inherit; line-height: 107%;">As I have pointed out, it is an “officially”
recognised fact that flight dispatcher Ed Ballinger, United Airlines in command
for all East to West coast flights on the morning of 9/11, sent an "uplink"
ACARS message to United Airlines 175 at 9:23 a.m. routed through an ACARS ground
station in Pittsburgh twenty minutes after the “alleged” crash of UAL 175 into the
South Tower. Not only from the logs from the print-out of United Airlines ACARS
record log from Ballinger's desk, as provided by Ballinger himself to the 9/11
Commission and eventually released in 2009, and addressed by Team 7 during Ed
Ballinger's interview on April 14, 2004 in Washington, DC. Unknown to many
people (including myself until now) Ballinger sent a subsequent ACARS "uplink" message
to UAL 175 at 9:51 a.m. which is 48 minutes after UAL 175 had "officially"
crashed in New York, and 28 minutes after the previous ACARS message sent to
the airplane at 9:23 a.m. This information is contained in the “official”
record, released through a FOIA in 2009 called:<a href="https://www.scribd.com/doc/16345086/T7-B18-United-AL-9-11-ACARS-Fdr-Entire-Contents-ACARS-Messages-569"> T7 B18 United AL 9-11 ACARS Fdr- Entire Contents- ACARSMessages 569.pdf. </a></span></div>
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<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="text-align: left;">
<span style="font-family: inherit;"><span style="line-height: 107%;">The 2009 FOIA document contains a chart of messages to and from
United Airlines airplanes from 13:00 to 14:08 UTC, including UAL 175 and UAL
93. Unlike the <a href="https://www.scribd.com/doc/76015964/5-AWA-898-Printout-of-ARINC-Messages" target="">Printout of ARINC logs</a> released December 2011, this
document clearly reports the stamp "WARNING: THIS DOCUMENT CONTAINS
SENSITIVE SECURITY INFORMATION" on each of the 66 pages, as required by
the ‘Department of Homeland Security’, and in particular the ‘Transportation
Security Administration’ under 2003 CFR Title 49, Volume 8. </span> </span></div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgmg_sOZITEgndHb86tIZCz7JRk0IB7C0SeT4riUZRz8QYIpu4uyvLm3VqAyCIJjZsFSbgmlLjuKPvS0C1-JUuTO1Fp5jdrxFN4MafS9Hem4Muy_qAG_SDGagW54Jc9tj7HuR6F6iO-Ww/s1600/page_5of66.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="572" data-original-width="640" height="357" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgmg_sOZITEgndHb86tIZCz7JRk0IB7C0SeT4riUZRz8QYIpu4uyvLm3VqAyCIJjZsFSbgmlLjuKPvS0C1-JUuTO1Fp5jdrxFN4MafS9Hem4Muy_qAG_SDGagW54Jc9tj7HuR6F6iO-Ww/s400/page_5of66.jpg" width="400" /></a></div>
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<div class="MsoNormal" style="text-align: left;">
<span style="font-family: inherit; line-height: 107%;">The fact that all "downlinks" (i.e. air-to-ground
messages sent from airplane to dispatchers) appear as unreadable or hardly
readable, for some unspecified reason, these rows were apparently marked with a
yellow highlighter or a similar tool in the original paper record, as confirmed
by the warning notes "Messages from aircraft are shaded" reported on
each page. As known, shaded text portions have a very bad rendering once
xeroxed or scanned. As a result, the downlink rows in the chart are probably
well readable in the original paper version, but in the PDF publicly available
they appear as they were "masked out". In some cases, it is possible
to read the UTC time, the flight number, the tail number, the targeted
dispatcher (EB = Ed Ballinger or CM = Chad McCurdy), the route and at least
part of the text message behind the highlighting. In other cases, it is
completely impossible to figure out the text behind the dark shade. </span></div>
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<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="text-align: left;">
<span style="font-family: inherit; line-height: 107%;">Another surprising aspect of this document is the fact
that the timeline ends at an abnormal and unusual time of 14:08 UTC (10:08 a.m.
EDT). As widely known to many ACARS researchers, seven uplink messages were
sent out from United Airlines dispatchers to United 93 between 14:10 UTC (10:10 a.m EDT)
and 14:20 UTC (10:20 a.m. EDT) in <a href="https://www.scribd.com/document/14094164/T7-B11-FBI-302s-ACARS-Fdr-Entire-Contents-FBI-302-s">messages: 18 - 25 in Winter'slist</a> and therefore they are not reported in this document. While there is
still fierce debate as to whether which messages were received by
the airplane, it is an ascertained and unquestionable fact that they were sent. Furthermore, I would expect that the timeline would end at least at 14:30 UTC
(10:30 a.m. EDT), if not later, so that all messages related to UAL 93 would be
included in the chart. Strangely, messages to and from other United airplanes
of secondary importance were included in this table, but for some unknown
reason the last seven messages to UAL 93, one of the four airplanes involved in
9/11, were not. The fact that the timeline ends at an unexpected time such as
14:08 UTC, (10:08 a.m. EDT) along with the exclusion of messages to UAL 93
which are of vital importance for the ACARS research on 9/11, is very
suspicious indeed.<br />
<br />
In spite of all the redactions and missing data, this document uncovers
information of importance for the purposes of ACARS research at page 48: at
13:51 UTC (9:51 a.m. EDT) Ballinger sent a bunch of uplinks (the same messages)
to several United airplanes, including UAL 93 and UAL 175 saying - "LAND
ASP AT NEAREST -- NEAREST AIRPORT.ASP .ASP ON GROUND.ANYWERE". Also sent
to Flight 8151, 63, 17, 163, 8146, 27, 8155, 81 and 161, and in some
cases twice to the same airplanes within the same minute, see pages: 48 and 49.</span></div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjzcdkkO3zCd4L7uLsE-PIeIA6IdsZY5l9sWfXxMlwfZ7fD4H2zqBEuSQKCTcB3fITLmgq7TpUly0SP-HLn5GHReN6LN4Iv8Ygv3BrsVe2mO6_fJyeswn6SH8N7W_cwsnOO6vS1Wad4_g/s1600/nwezpc.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="472" data-original-width="640" height="295" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjzcdkkO3zCd4L7uLsE-PIeIA6IdsZY5l9sWfXxMlwfZ7fD4H2zqBEuSQKCTcB3fITLmgq7TpUly0SP-HLn5GHReN6LN4Iv8Ygv3BrsVe2mO6_fJyeswn6SH8N7W_cwsnOO6vS1Wad4_g/s400/nwezpc.jpg" width="400" /></a></div>
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<div class="MsoNormal" style="text-align: left;">
<span style="font-family: inherit; line-height: 107%;">The existence of the 9:51 a.m. ACARS message further
strengthens the case that UAL 175 was still airborne after the alleged crash into the South Tower at 9:03 a.m. </span></div>
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<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiXJtDAbFEc1it5Z1y3bVPNpz65tbuKWEfVKsW9VEOrV0rhyphenhyphen051JKh575UMIvYEanNNf-0m8CHTtHnsWSpsqh3i_mdcIxpDdD277RxVDjMIW9EfUVcTMDIA14yVUEnrl079KK84r0Jhig/s1600/EB_Timeline_screenshot_1351EDT.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="328" data-original-width="640" height="205" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiXJtDAbFEc1it5Z1y3bVPNpz65tbuKWEfVKsW9VEOrV0rhyphenhyphen051JKh575UMIvYEanNNf-0m8CHTtHnsWSpsqh3i_mdcIxpDdD277RxVDjMIW9EfUVcTMDIA14yVUEnrl079KK84r0Jhig/s400/EB_Timeline_screenshot_1351EDT.jpg" width="400" /></a></div>
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<b><span style="font-family: inherit; line-height: 107%;">Some questions to consider…</span></b></div>
<div class="MsoNormal" style="text-align: left;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="text-align: left;">
<span style="font-family: inherit; line-height: 107%;">If UAL 175 had crashed at 9:03a.m. why did the
airplane still appear as "confirmed" in Barber's log at 9:20 a.m.? </span></div>
<div class="MsoNormal" style="text-align: left;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="text-align: left;">
<span style="font-family: inherit; line-height: 107%;">Why did Ballinger send another ACARS message uplink to
UAL 175 at 9:51 a.m. 48 minutes after the alleged crash, and 28 minutes after
sending the previous ACARS message uplink which ostensibly did not produced any
“Failure Report” and also 27 minutes after being officially notified about the
crash by Andy Studdert? Why would Ballinger urge an airplane already declared
as 'crashed' to land at the nearest airport?</span></div>
<div class="MsoNormal" style="text-align: left;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="text-align: left;">
<span style="font-family: inherit; line-height: 107%;">Why does the log for the ACARS message uplink, sent by
Ballinger to UAL 175 at 9:23 a.m. show two time-stamps, although 20 minutes had
already elapsed since the time of the alleged crash? After twenty minutes from the
crash, the ARINC CPS would react with a ‘Reason Code 231’ (see for example the
first ICPUL block for American 77 at 10:00 a.m. 22 minutes after the alleged
crash against into the Pentagon), what would result in a ‘Failure Report’ on
Ballinger's printer/screen and a log with one time-stamp only, such as the last
message sent to UAL 93 at 10:21 a.m. </span></div>
<div class="MsoNormal" style="text-align: left;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="text-align: left;">
<span style="font-family: inherit; line-height: 107%;">Finally, how could a dispatcher with 44 years of <span style="mso-spacerun: yes;"> </span>experience and a professional career possibly
overlook a ‘Failure Report’ and keep on trying to contact his airplane for
almost one hour after the alleged crash time, if he hadn't some information
that led him to conclude that the airplane was in fact not "lost"?
The whole UAL dispatch in Chicago was focused on both United airplanes which
were considered hijacked. How could possibly all of them miss a ‘Failure Report’
in their logs?</span></div>
<div class="MsoNormal" style="text-align: left;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="text-align: left;">
<span style="font-family: inherit; line-height: 107%;">The question arises why did the 9/11 Commission not
bother to address this specific log during Ballinger's interview on April 14,
2004. Why is this log missing in the UAL record of Ballinger's logs, released
in 2009 under FOIA? Why are several pages from that document missing? Why are
the logs for United Airlines ‘Flight 175’ completely missing in the so called
"Printout of ARINC logs" made public in December 2011?</span></div>
<div class="MsoNormal" style="text-align: left;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="text-align: left;">
<span style="font-family: inherit; line-height: 107%;">As
I have pointed out earlier in my blog post,
confirmation of the ACARS messages being sent to UAL 175 at 9:23 a.m.
and now 9:51 a.m proves that
UAL 175 was still airborne. The fact that the details of whether or not
the ACARS messages were received by UAL 175 (evidence suggests they
were) would have caused a major problem for the
9/11 Commission if this evidence would have come to light and made
public. So it is my own belief the 9/11 Commission omitted this vital
information instead. </span></div>
<div class="MsoNormal" style="text-align: left;">
<span style="font-family: inherit;"><br /></span></div>
</div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit; line-height: 107%;">Now
that I have established the possibility that UAL 175 could’ve been still
airborne after the "alleged" crash into the South Tower is there any supporting
evidence which could prove what the ACARS data is indicating?<span style="mso-spacerun: yes;"> </span></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<b style="mso-bidi-font-weight: normal;"><span style="font-family: inherit; line-height: 107%;">'Flight Explorer' & MS-NBC News
Coverage - UAL 175 Still in the air after the “alleged” crash</span></b></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<div style="text-align: left;">
<span style="font-family: inherit; line-height: 107%;">Supportive
evidence does indeed exist showing that UAL 175 was still airborne which inadvertently come to light during MS-NBC’s live news broadcast coverage on 9/11 at approximately at 10:25
a.m. one hour twenty<b style="mso-bidi-font-weight: normal;">-</b>two minutes
after UAL 175 was "alleged" to have crashed into the South Tower.</span></div>
</div>
<div style="text-align: center;">
<div class="separator" style="clear: both; text-align: center;"><iframe allowfullscreen="" class="BLOG_video_class" height="266" src="https://www.youtube.com/embed/Te1phBxoh5A" width="320" youtube-src-id="Te1phBxoh5A"></iframe></div></div><div class="MsoNormal" style="margin-bottom: 0cm; text-align: justify;"><br />
<div style="text-align: left;">
<span style="font-family: inherit; line-height: 107%;">In
the MS-NBC news coverage they refer to a “real-time” software program called
'Flight Explorer' tracker whereby during the live news broadcast the cursor hovers-over
different planes being displayed on the ‘Flight Explorer’ live screen feed,
which displays information about airplanes which are still in the air-space relayed
from the FAA Radar System. As they hover-over one of the planes it displays an information
text-box which appears next to the plane, displaying identification information
which indicates UAL 175 was still flying in the air at 10:25 a.m. It shows the
departure - BOS and Arrival LAX, clearly indicating that UAL 175 was still in
the air flying after it was reported later as being the plane involved which
had crashed into the South Tower at 9:03 a.m. UAL 175 appears to be flying away
from the New York area and flying over by Connecticut?</span></div>
<br />
<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjqLjkXhrC5bvd11PfjNAymmtPt9wcQ21falw5G4MHcd366zlTr4k_7n4AavCJof1zqD8JPLqyXeqK6W5BvdXRTsgCe1LjPI8LMIeOTdNm1c9sK67EK-KBC5DP7Q6P7YfisiIHDqoABww/s1600/MS-NBC+UA175+Flight+Explorer.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="478" data-original-width="847" height="225" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjqLjkXhrC5bvd11PfjNAymmtPt9wcQ21falw5G4MHcd366zlTr4k_7n4AavCJof1zqD8JPLqyXeqK6W5BvdXRTsgCe1LjPI8LMIeOTdNm1c9sK67EK-KBC5DP7Q6P7YfisiIHDqoABww/s400/MS-NBC+UA175+Flight+Explorer.jpg" width="400" /></a></div>
</div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: justify;">
<span style="font-family: "times new roman" , serif; font-size: 12pt; line-height: 107%;">
</span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: justify;">
<br />
<div style="text-align: left;">
<span style="font-family: inherit; line-height: 107%;">In
the above image UAL 175’s departure from BOS (Boston) is 08:15a and
Arrival at LAX (Los Angeles) is 01:44p.<br /><br /></span></div>
<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhKih9pUHcBB2EkgMFGPHNcOZEZlFh_IOIAHtfFVJiA_DlETfnYWkms8Fz2RiwMr0Q74I6Y5G3MXvgTLGHpYHi4hef5_DxcAd2qL7S0rL7aXSjmcmlgTbdrGEVBhoBOMOTeuPFiLyf5iA/s1600/UAL175+enlargements11.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="136" data-original-width="151" height="180" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhKih9pUHcBB2EkgMFGPHNcOZEZlFh_IOIAHtfFVJiA_DlETfnYWkms8Fz2RiwMr0Q74I6Y5G3MXvgTLGHpYHi4hef5_DxcAd2qL7S0rL7aXSjmcmlgTbdrGEVBhoBOMOTeuPFiLyf5iA/s200/UAL175+enlargements11.jpg" width="200" /></a></div>
<span style="font-family: "times new roman" , serif; font-size: 12pt; line-height: 107%;"> </span> </div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: justify;">
<div style="text-align: left;">
<span style="font-family: inherit; line-height: 107%;">Some
researchers have suggested it was not ‘UAL 175’ in the text box graphic, due to
the low quality in the video and is possibly ‘UAL 179’ instead. After carefully
checking the BTS data base there was no reference to UAL 179 that took off from
Boston on 9/11. The BTS does show 171, 173, 175, 177 as 170's go. The only
one's going to LAX were 175 and 177. I downloaded the video and run it through
Windows Movie Maker to slow it down and look at the frames, and it can be
positively be identified as UAL 175 not UAL 177, along with other corresponding
information relating to UAL 175’s schedule that day. I also inverted the
colour format for further analysis below.</span></div>
<br />
<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjdfn-7wow3sYRgiyeMmUZFSGHThmVb-Bvh3CDSaXuZs9XfY6wh4jDvPXXy-TqOksj4fQZ2-w8yyraEibiRSYwyCmaEdB2IvrnHgc0777GgCNwQEVBBUbTfD4PYct1Wg3jrXlGXTd6MYA/s1600/UAL175+enlargements.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="162" data-original-width="368" height="140" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjdfn-7wow3sYRgiyeMmUZFSGHThmVb-Bvh3CDSaXuZs9XfY6wh4jDvPXXy-TqOksj4fQZ2-w8yyraEibiRSYwyCmaEdB2IvrnHgc0777GgCNwQEVBBUbTfD4PYct1Wg3jrXlGXTd6MYA/s320/UAL175+enlargements.jpg" width="320" /></a></div>
</div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: justify;">
<span style="font-family: "times new roman" , serif; font-size: 12pt; line-height: 107%;">
</span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: justify;">
<br />
<div style="text-align: left;">
<span style="font-family: inherit; line-height: 107%;">It
has also been suggested that “false” blips could account for the ‘Flight
Explorer’ evidence due to training exercises going-on that morning where “false”
radar blips were inserted into the Air Traffic Controllers screens as part of the
terror war-games training exercises on 9/11. However all "false" radar blips were removed from Air
Traffic Controllers screens before 10:00 a.m. so this could not have been the
result of a “false” radar blip. Also, after the second airplane crashed into the
South Tower the FAA ordered a nationwide grounding of all planes around 9:45
a.m. and this news broadcast aired just before the North Tower was destroyed at
10:28 a.m. The ‘Flight Explorer’ shown on the screen could not possibly be from
before 9:03 a.m. due to the lack of plane icons on the screen.</span></div>
</div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit; line-height: 107%;">UAL
175’s “official” radar flight path does not correspond with any position
location in the MS-NBC news coverage, which is an “official” live feed from the
FAA radar system, so this can rule-out any real-time delays. Furthermore, UAL 175
was located north-west of Connecticut in the “official” radar positioning when
departing from Boston Logan International (BOS) for Los Angeles (LAX) when
deviating towards New York. The MS-NBC radar position has UAL 175 more
south-west of Connecticut one hour twenty-two minutes after the “alleged” plane
crash. </span></div>
<div style="text-align: left;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit; line-height: 107%;">
</span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<b style="mso-bidi-font-weight: normal;"><span style="font-family: inherit; line-height: 107%;">ABC News broadcast at
11:32 a.m. UAL 175 still unaccounted for?<span style="mso-spacerun: yes;">
</span></span></b></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit;"><span style="line-height: 107%;">United
Airlines were concerned about a further flight that apparently was still
missing, UAL 175. It is a Boeing 767. It was scheduled from Boston to Los
Angeles. That flight apparently is still unaccounted for, according to officials
from United.” (ABC, 9/11/01 11:32 a.m.) Original source video </span><span class="MsoHyperlink"><span style="line-height: 107%;"><a href="http://www.archive.org/details/abc200109111118-1159">http://www.archive.org/details/abc200109111118-1159</a></span></span><span style="line-height: 107%;">
(Forward to 14:29 minutes)<br /></span></span><br />
<div class="separator" style="clear: both; text-align: center;"><iframe allowfullscreen="" class="BLOG_video_class" height="266" src="https://www.youtube.com/embed/gtYncjD14tU" width="320" youtube-src-id="gtYncjD14tU"></iframe></div><div style="text-align: center;"><br /></div></div><div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;"><b style="mso-bidi-font-weight: normal;"><span style="font-family: inherit; line-height: 107%;">Lisa Stark-Aviation Correspondent:</span></b></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<i style="mso-bidi-font-style: normal;"><span style="font-family: inherit; line-height: 107%;">"United are also
saying that a further flight that apparently is still missing, Flight 175, it
is a Boeing 767, it was scheduled from Boston to Los Angeles....that flight is
still unaccounted for according to officials from united .......so we believe
there is at least 1 more plane that may still be flying around in US
airspace."</span></i></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<b style="mso-bidi-font-weight: normal;"><span style="font-family: inherit; line-height: 107%;">Peter Jennings-NBC News
Anchor:</span></b></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<i style="mso-bidi-font-style: normal;"><span style="font-family: inherit; line-height: 107%;">"How is united
flight 175 thought to be missing and unaccounted for?"</span></i></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<b style="mso-bidi-font-weight: normal;"><span style="font-family: inherit; line-height: 107%;">Lisa Stark:</span></b></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<i style="mso-bidi-font-style: normal;"><span style="font-family: inherit; line-height: 107%;">"All united are
saying is that they are quote "concerned" about that flight...what I
believe is that probably that flight was hijacked as well, where it is right
now...I am sure the FAA, the FBI and those folks know where it is ...we are not
being told, but there may still be another plane flying out there that has not
yet crashed or landed or whatever will happen to it....but that flight is
apparently unaccounted for at this time as far as the public believe, I am sure
someone knows where that flight is."</span></i></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit; line-height: 107%;">If
UAL 175 was still in the air one hour twenty<b style="mso-bidi-font-weight: normal;">-</b>two minutes after it “allegedly” crashed into the South Tower, why
was it still in the air? Clearly it was en-route to somewhere, the question is
where? A possibility to explore is, UAL 175 heading back to Boston Logan
International Airport to be grounded, as the plane’s flight path appears to
indicate this. </span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: justify;">
<br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi1O4a7X35Ilv1Cx2YLKtn6ywJZAa77NHSsCSGBjImPDizU8HbvBeWuGYVbGdEqNAJhSyX7okFKukj9mcVgTHhlS2epsDdp-AOgph5TAFICXRQT91THDlUc0_OhxeJgKXZPBD1H6g9aTQ/s1600/UA175+MSNBC+Flight+Explorer+Boston+Logan.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="652" data-original-width="1287" height="201" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi1O4a7X35Ilv1Cx2YLKtn6ywJZAa77NHSsCSGBjImPDizU8HbvBeWuGYVbGdEqNAJhSyX7okFKukj9mcVgTHhlS2epsDdp-AOgph5TAFICXRQT91THDlUc0_OhxeJgKXZPBD1H6g9aTQ/w400-h201/UA175+MSNBC+Flight+Explorer+Boston+Logan.jpg" width="400" /></a></div>
<br /></div>
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<span style="font-family: "times new roman" , serif; font-size: 12pt; line-height: 107%;">
</span></div>
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<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhMOVFSjNX9xKUUcA5ztMTdaw8gWOlOePTsMHCAzWo-Pb8ijzgkVlfQU6lljbGNXAEb_3R4yzMUs0iXLPXy72fM-CPAzc1yhyphenhyphenRwHO_LplwBKlvzWPHaegbZRxRrvWJPw2c-V0r493LUtw/s1600/UA175+MSNBC+Flight+Explorer+Boston+Logan2.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="332" data-original-width="480" height="276" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhMOVFSjNX9xKUUcA5ztMTdaw8gWOlOePTsMHCAzWo-Pb8ijzgkVlfQU6lljbGNXAEb_3R4yzMUs0iXLPXy72fM-CPAzc1yhyphenhyphenRwHO_LplwBKlvzWPHaegbZRxRrvWJPw2c-V0r493LUtw/w400-h276/UA175+MSNBC+Flight+Explorer+Boston+Logan2.jpg" width="400" /></a></div>
<br />
<div style="text-align: left;">
<span style="font-family: inherit; line-height: 107%;">From
close-up inspection of the ‘Flight Explorer’ screen shot (inset), it shows the
direction which UAL 175 appears to be flying, indicating a route towards Boston
Logan International Airport, the original departure airport of UAL 175. The
plane’s location on the ‘Flight Explorer’ map is only about 160 miles
approximately from Boston Logan International Airport. See below:</span></div>
<br />
<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhV0oRjkxfWWqq-JhugvPlgW7GnvCxiGK3oimSbC1scAAbqjYZnjXQ9iLQpI_qlXSYcG9B6y5GvzqlIN5Lao3X9FdZeofheOgf5LZTyBneB1PeTpaVtvM2vdkzHjyo4LSJkGdNkxBocTw/s1600/Connecticute+to+Boston+Int+Airport+Flight+Explorer+160+miles+approx.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="769" data-original-width="1291" height="237" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhV0oRjkxfWWqq-JhugvPlgW7GnvCxiGK3oimSbC1scAAbqjYZnjXQ9iLQpI_qlXSYcG9B6y5GvzqlIN5Lao3X9FdZeofheOgf5LZTyBneB1PeTpaVtvM2vdkzHjyo4LSJkGdNkxBocTw/w400-h237/Connecticute+to+Boston+Int+Airport+Flight+Explorer+160+miles+approx.jpg" width="400" /></a></div>
</div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: justify;">
<br />
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit; line-height: 107%;">Flight
Explorer shows UAL 175 at an altitude of 31,000ft, so it doesn’t appear that
UAL 175 was descending to be grounded at any military bases along that corridor
flight path. See below:</span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: justify;">
<br /></div>
<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj3i2-TYtzhTSwXYWmdirEZYUoXH5QaajXOsjEqrUe9GnqAOoV1T6z4mIVygpQYnIp4IpYlAUALYBSt-P_1rFlXUvcrrxN2kwWwcCa6qcjN6OxXic0sQf68X1vZpwjJzNuN9t4ps4bsdg/s1600/milbase1a.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="373" data-original-width="639" height="232" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj3i2-TYtzhTSwXYWmdirEZYUoXH5QaajXOsjEqrUe9GnqAOoV1T6z4mIVygpQYnIp4IpYlAUALYBSt-P_1rFlXUvcrrxN2kwWwcCa6qcjN6OxXic0sQf68X1vZpwjJzNuN9t4ps4bsdg/w400-h232/milbase1a.jpg" width="400" /></a></div>
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<br /></div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEidHh8tPPVVIqv0Uf7vIQEcdDoj6RYIA8-icc9cov-T5Mj1B3sJ1b3Ai43_cP5wIxZ7GeO7pjtX0CQFPUxY5ptU58zrxeBLxSop3ViHmj8RRBbzbQBSPXYUFW-Dhevznw8sF_KMlSaywA/s1600/milbase2.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="432" data-original-width="361" height="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEidHh8tPPVVIqv0Uf7vIQEcdDoj6RYIA8-icc9cov-T5Mj1B3sJ1b3Ai43_cP5wIxZ7GeO7pjtX0CQFPUxY5ptU58zrxeBLxSop3ViHmj8RRBbzbQBSPXYUFW-Dhevznw8sF_KMlSaywA/s400/milbase2.jpg" width="333" /></a></div>
<br />
<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh4woEqCB4ilB775499x5tF_uok7VvdfRym6iIYiWWeNCKukTAxZOjtTykPv78nu9MrC1Bar24CCs-w5d4jz4x0BKwEnDgSaeiCQyGYr5YSVI1Q9ZSG0WIp0navzC3ueiRkmzScsnGqxg/s1600/milbase3.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="430" data-original-width="359" height="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh4woEqCB4ilB775499x5tF_uok7VvdfRym6iIYiWWeNCKukTAxZOjtTykPv78nu9MrC1Bar24CCs-w5d4jz4x0BKwEnDgSaeiCQyGYr5YSVI1Q9ZSG0WIp0navzC3ueiRkmzScsnGqxg/s400/milbase3.jpg" width="333" /></a></div>
<span style="font-family: "times new roman" , serif; font-size: 12pt; line-height: 107%;"> </span><br />
<div style="text-align: left;">
<span style="font-family: inherit; line-height: 107%;">If
UAL 175 was heading back to Boston Logan International Airport to land, is
there any information or evidence which could indicate that this happened? Perhaps
Boston Center could provide insight into the events in the Boston airspace
where UAL 175 appeared to be heading.<span style="mso-spacerun: yes;"> </span></span></div>
</div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit;"><br /></span></div>
<div style="text-align: left;">
<span style="font-family: inherit; line-height: 107%;">At 10:34 a.m. John
White, manager at the FAA’s Command Center, reports that the Boston Center “<i style="mso-bidi-font-style: normal;">has received a threat,</i>” and is “going
down to skeleton staffing.” [9/11 Commission, 11/4/2003] A </span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit;"><span style="line-height: 107%;">10:52
a.m. entry in the log of the FAA headquarters’ teleconference will state that
the Boston Center is “evacuating the building.” [Federal Aviation
Administration, 3/21/2002]<span style="mso-spacerun: yes;"> </span></span>
</span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit; line-height: 107%;">The
FAA’s New England regional office in Burlington, Massachusetts, calls the
Boston Center and reports that an “unidentified” aircraft is heading for the
facility. In response to this potential threat, managers at the Center
immediately order the closure and evacuation of their building. They also
declare an “ATC zero,” which shuts down the Boston Center’s airspace shortly
after 10:20 a.m.</span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit; line-height: 107%;">The
first news outlet to mention that UAL 175 had crashed was NBC, minutes before
noon. (Until 11:30 a.m. they only had three confirmed flights that had been
involved in 9/11).</span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit; line-height: 107%;">CNN
states on September 12, 2001 that United Airlines confirmed at 11:59 a.m. that
Flight 175 had crashed. (The other three flights had been already confirmed long
before).</span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<span class="MsoHyperlink"><span style="font-family: inherit; line-height: 107%;"><a href="http://www.cnn.com/2001/US/09/11/chronology.attack%20/">http://www.cnn.com/2001/US/09/11/chronology.attack
/</a></span></span></div>
<div style="text-align: left;">
<span face=""calibri" , sans-serif" style="font-family: inherit; line-height: 107%;"> </span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit;"><br />
<span style="line-height: 107%;">Interestingly,
CNN source only states at 11:59 a.m. the fact that UA 175 crashed but no
announcement of the location. It took United Airlines three hours to confirm
that UA 175 had crashed but they never announced where it crashed. The first
one to announce that UA 175 crashed into the WTC is NBC but they don't quote United
Airlines. And ABC needed till 4:00 p.m. to be sure that it wasn't AAL 77.</span></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit; line-height: 107%;">Why
for many hours say it's AAL 77 that crashed into the WTC? Why did it take so
long to confirm that UAL 175, although it should have been the easiest one
to confirm? Why did United Airlines never confirm the WTC as location? So at
least three hours after UAL 175 allegedly crashed into the South Tower, and
being no mystery to the controllers, United Airlines still has no clue where this
airplane is.</span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit; line-height: 107%;">The
9/11 Commission Report states:<b style="mso-bidi-font-weight: normal;"> </b><i style="mso-bidi-font-style: normal;">9:20 UA headquarters aware that Flight 175
had crashed into WTC</i> (p. 32).<b style="mso-bidi-font-weight: normal;"> </b>Unfortunately
this is simply not correct. While confirmation that AAL 11, UAL 93 and AAL 77
crashed, United Airlines seemed to be having problems ascertaining what was
going-on with UAL 175. As seen in the ABC News Special Report at 11:32 a.m. United
Airlines was certainly not aware at 9:20 a.m. that UAL 175 had crashed into the
WTC as the 9/11 Commission claimed.</span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit; line-height: 107%;">So
it would take approximately 40 minutes for UAL 175 to make a landing at Boston
Logan International Airport for approximately 11:05 a.m. Does this indicate why
United Airlines could not confirm that UAL 175 was the plane (flight) that “allegedly”
crashed into the South Tower? With UAL 175 still being airborne this would have
posed a “major” problem and contradiction if they were to “officially” announce
it was UAL 175 that had crashed. Is this the reason the “official” confirmation
announcement took so long, because it was not UAL 175 which crashed into the
South Tower, because it was still airborne?</span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit; line-height: 107%;">
</span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<b style="mso-bidi-font-weight: normal;"><span style="font-family: inherit; line-height: 107%;">United Airlines Press
Release from 3:18 pm on September 11<sup>th</sup> 2001:</span></b></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit;"><i style="mso-bidi-font-style: normal;"><span style="line-height: 107%;">“United Flight 175, a
Boeing 767 aircraft, departed from Boston, MA, at 7:58 a.m. local time, bound
for Los Angeles with 56 passengers on-board, 2 pilots and 7 flight attendants.
United has confirmed the loss of this aircraft. Last radar contact with the
aircraft was between Newark, NJ, and Philadelphia, PA.</span></i><span style="line-height: 107%;">"
</span></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit; line-height: 107%;">So,
United Airlines lost radar contact to UAL 175. And it lost radar contact clearly
before UA 175 hit the WTC. Even in this press release United Airlines doesn't
state that UAL 175 hit the WTC. But for UA 93 "<i style="mso-bidi-font-style: normal;">The aircraft crashed near Johnstown, PA</i>”. A question which causes
more confusion is: How did United Airlines lost radar contact with UAL 175 when
it never switched-off its transponder?</span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit; line-height: 107%;">According
to the 9/11 Commission Report UAL 175 changed its transponder code twice. Why? <span style="mso-spacerun: yes;"> </span>The transponder was never switched-off. "<i style="mso-bidi-font-style: normal;">At 8:51 a.m. the controller noticed the
transponder change from United 175</i>" [9/11 Commission Report, Pg. 21].</span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit; line-height: 107%;">So,
there was absolutely no problem to track it. So, why the confusion? And why did
United Airlines lose radar contact at 9:00 a.m.?</span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit; line-height: 107%;">If
a pilot switches-off the transponder, no discrete beacon code (which identifies
the airplane) or altitude information is transmitted. Because the airplane isn't
tracked by the computer, no speed is calculated, either. There's no way to
reacquire this data from the ground. The pilot must turn the transponder back
on. However, radio waves still bounce off of the plane, so the primary radar
target is still seen and can be manually tracked (with no speed or altitude
data). Once the transponder is turned back on, it takes less than a minute to
receive and synchronise the data.</span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<b style="mso-bidi-font-weight: normal;"><span style="font-family: inherit; line-height: 107%;">Conclusion:</span></b></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<span style="line-height: 107%;"><span style="font-family: inherit; mso-tab-count: 1;"> </span></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;">
<span style="font-family: inherit;"><span style="line-height: 107%;">To conclude, UAL 175 took-off from
Boston Logan International Airport at either 8:14 a.m. or
8:23 a.m. </span><span style="line-height: 107%;"><span style="line-height: 107%;">The Bureau of Transportation Statistics (BTS) database reveals a discrepancy
regarding the "wheels-off time" of UAL 175.</span> </span><span style="line-height: 107%;"><span style="line-height: 107%;">The BTS data log shows a wheels-off time of 8:23
a.m. which differs from the "official" narrative wheels-off time of 8:14 a.m. The BTS database reveals that the tail number of the airplane
that took-off at 8:23 a.m. was N612UA. This was UAL 175. Yet in contradiction we
have Air Traffic Control (ATC) communications indicating that UAL 175 took-off
at 8:14 a.m. This leaves no proof that the plane that took-off at 8:14 a.m. was
tail number N612UA. </span> </span><br />
<br />
<span style="line-height: 107%;">The official narrative alleges UAL 175 deviated from its route at 8:51 a.m. However radar evidence shows UAL 1523 merged
with UAL 175 at 8:51 a.m. and crossed flight paths with UAL 175,<span style="mso-spacerun: yes;"> </span>and ACARS data indicated that UAL 175
continued-on in its flight path because ACARS ground stations where two ACARS messages were received by UAL 175 were over the Harrisburg, Pennsylvania area at
8:59 a.m. and 9:03 a.m. thus indicating that UAL 175 was flying in the
opposite direction to New York and a further two ACARS messages sent at 9:23 a.m. and also 9:51 a.m. </span><br />
<br />
<span style="line-height: 107%;">The radar evidence suggests that UAL 1523 deviated from its flight path and not UAL
175?
Other conflicting evidence regarding this flight shows UAL 1523 disappeared off the radar over Indiana at 10:05 a.m., which is far short by 953 miles from its destination, Denver Airport. A possible explanation for this conflicting evidence is the radar blip was UAL 175 and not UAL 1523? This is supported by the ACARS data, as UAL 175 was heading in that vicinity. It is also interesting that the BTS records shows UAL 1523 as landing at Denver Airport at 10:39 a.m., which is impossible based on the radar evidence, as it did not have enough time to reach its destination and cover the 953 miles to land. I am not suggesting this was the plane which
crashed
into the South Tower, because of previous research and analysis I have conducted in relation
to the anomalies
captured in the video evidence of </span><span style="line-height: 107%;">UAL 175, such as the lack of Newtonian physics, showing a lack of any "real" collision
captured in the video evidence between the airplane and the south WTC building. </span><br />
<br />
<span style="line-height: 107%;">Also, the most damming piece of evidence in this case is the </span><span style="line-height: 107%;">Emergency
Locator Transmitters (</span><span style="line-height: 107%;"><span style="line-height: 107%;">ELT) which should have been activated when the plane crashed, however an ELT was activated in the New
York area four minutes before it was alleged UAL 175 hit the South Tower at 9:03:11 a.m. and instead was activated at </span></span><span style="line-height: 107%;">8:58:28 a.m. which is evidenced in official sources. </span><br /><br /></span></div><div class="MsoNormal" style="margin-bottom: 0cm; text-align: left;"><span style="font-family: inherit;"><span style="line-height: 107%;">Based on the evidence, UAL 175 could not be
confirmed as the airplane/flight that had crashed into the South Tower because it was still
in the air, and based on the timing and location evidence, it was flying over the
Connecticut area, as evidenced
in the 'Flight Explorer' MS-NBC news broadcast at 10:25 a.m., showing an
altitude of 31,000 feet, where UAL
175 was not attempting to make any landing at any of the near-by
military bases a long
the flight corridor route, and also, based on the activities which I have documented
in relation to
Boston Center, which is close-by to Boston Logan International Airport. It is most likely UAL 175 was heading back to Boston Logan International Airport, where it landed at approximately 11:10 a.m., based on the 160
mile distance to the airport and last known location over Connecticut in the MS-NBC news coverage. If you take into account the deplaning of personnel, or if this airplane was involved in one of the many
military
"war-games" exercises, taking place that morning, it would also explain why
United
Airlines could not initially confirm UAL 175’s involvement in the attacks
until UAL 175 had landed safely, which was when United Airlines could then "officially" confirm UAL 175’s involvement in the 9/11 events. <br /></span><br /></span></div>
<div class="MsoNormal" style="text-align: left;">
<span style="font-family: inherit; line-height: 107%;">Thanks for reading and caring! </span></div>
<div class="MsoNormal">
<br /></div>
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Mark Conlonhttp://www.blogger.com/profile/16886787125931324069noreply@blogger.com0tag:blogger.com,1999:blog-21091296366336430.post-2901086024923225272020-02-08T12:55:00.045+00:002024-03-13T21:13:14.891+00:00American Airlines 'Flight 11' - “An Independent Analysis” <!--[if gte mso 9]><xml>
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</xml><![endif]--><div class="MsoNormal" style="margin-bottom: 0cm;"><div style="text-align: center;"><span style="font-family: inherit; mso-bidi-font-weight: normal;"><span style="line-height: 107%;">By</span><span style="line-height: 107%;"> </span><span style="line-height: 107%;">Mark Conlon</span></span></div>
<b style="mso-bidi-font-weight: normal;"><span style="font-family: inherit; line-height: 107%;"><br /></span></b></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<b style="mso-bidi-font-weight: normal;"><span style="font-family: inherit; line-height: 107%;">Introduction</span></b></div>
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<span style="font-family: inherit;"><br /></span></div>
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<span style="font-family: inherit; line-height: 107%;">In
this analysis I present some of the discrepancies in relation to American Airlines
"Flight 11”. (AAL 11). The information in this analysis is in the
public domain, and from official sources. My hypothesis has been carefully considered from the telemetry data, Bureau of Transportation Statistics data-base, Air
Traffic Control communications, Airline employee witness statements and media
reports.</span></div>
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<b style="mso-bidi-font-weight: normal;"><span style="font-family: inherit; line-height: 107%;">The official narrative of American
Airlines ‘Flight 11’ </span></b></div>
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<span style="font-family: inherit; line-height: 107%;">American
Airlines ‘Flight 11’ (AAL 11) was a domestic passenger flight that was hijacked
by five al-Qaeda members on September 11, 2001, as part of the September 11
attacks. Mohamed Atta deliberately crashed the plane into the North Tower of
the World Trade Center in New York City, killing all 92 people aboard and an
unknown number in the building's impact zone. The aircraft involved, a Boeing
767-223ER, registration N334AA was flying American Airlines' daily scheduled
morning transcontinental service from Logan International Airport in Boston to
Los Angeles International Airport in Los Angeles. Fifteen minutes into the
flight, the hijackers injured at least three people (possibly killing one),
forcibly breached the cockpit, and overpowered the captain and first officer.
Atta, an al-Qaeda member and licensed commercial pilot, took over the controls.
Air-traffic controllers noticed the flight was in distress when the crew was no
longer responding. They realized the flight had been hijacked when Mohamed
Atta's announcements for passengers were transmitted to air traffic control. On
board, flight attendants Amy Sweeney and Betty Ong contacted American Airlines,
and provided information about the hijackers and injuries to passengers and
crew.</span></div>
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<span style="font-family: inherit;"><br /></span></div>
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<b><span style="font-family: inherit; line-height: 107%;">The
Mystery of Gate 32</span></b></div>
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<span style="font-family: inherit;"><br /></span></div>
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<span style="font-family: inherit; line-height: 107%;">One
of the earliest discrepancies surrounding AAL 11 is the Bureau of
Transportation Statistics (BTS) has no record of AAL 11 departing on September
11<sup>th</sup> 2001, as the BTS should. This discovery was made by Gerard
Holmgren. The data is automatically generated and recorded electronically when
a flight takes off, so there is not human error involved in this process. To compound
matters further, early mainstream media reports suggest that two different
gates from which AAL 11 departed from, Gate 32 and Gate 26.</span></div>
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<span style="font-family: inherit;"><br /></span></div>
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<span style="font-family: inherit; line-height: 107%;">The
Boston Globe: <span class="MsoHyperlink"><a href="http://archive.boston.com/news/packages/underattack/globe_stories/0912/Crashes_in_NYC_had_grim_origins_at_Logan+.shtml">http://archive.boston.com/news/packages/underattack/globe_stories/0912/Crashes_in_NYC_had_grim_origins_at_Logan+.shtml</a></span></span></div>
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<span style="font-family: inherit;"><br /></span></div>
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<span style="font-family: inherit; line-height: 107%;">The
Daily Telegraph:</span></div>
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<span style="font-family: inherit;"><span class="MsoHyperlink"><span style="line-height: 107%;"><a href="http://www.telegraph.co.uk/news/1340686/At-8.46am-the-world-changed-in-a-moment.html">http://www.telegraph.co.uk/news/1340686/At-8.46am-the-world-changed-in-a-moment.html</a></span></span><span style="line-height: 107%;"></span></span></div>
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<span style="font-family: inherit;"><br /></span></div>
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<span style="font-family: inherit; line-height: 107%;">The
Washington Post: </span></div>
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<span style="font-family: inherit;"><span class="MsoHyperlink"><span style="line-height: 107%;"><a href="http://www.washingtonpost.com/wp-srv/opinions/articles/sept_11_2001.html">http://www.washingtonpost.com/wp-srv/opinions/articles/sept_11_2001.html</a></span></span><span style="line-height: 107%;"></span></span></div>
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<span style="font-family: inherit; line-height: 107%;">Gate
32 was the scheduled gate, which the <span class="MsoHyperlink">flight controller
transcripts</span> say, and that is what the 9/11 Commission accepted. <span class="MsoHyperlink"><a href="http://www.nytimes.com/2001/10/16/national/16TEXT-FLIGHT11.html?ex=1071378000&en=4b6d66a63bf99b3a&ei=5070">http://www.nytimes.com/2001/10/16/national/16TEXT-FLIGHT11.html?ex=1071378000&en=4b6d66a63bf99b3a&ei=5070 </a></span></span></div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjeDBmlXjzwDtyfgJgyI79SsFq19t58vMKnpPYrqmNnPsnPyw5L_V-i_giMgPPWE0u2KwMNp6se1o89rVNv1EXpiSiGxBdG9HMLx6uFmjevmo0RWSWcbHNQlhFavYx38Cj4SCA9KVIFTw/s1600/4977553579_e25219bf84_o.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="900" data-original-width="1600" height="225" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjeDBmlXjzwDtyfgJgyI79SsFq19t58vMKnpPYrqmNnPsnPyw5L_V-i_giMgPPWE0u2KwMNp6se1o89rVNv1EXpiSiGxBdG9HMLx6uFmjevmo0RWSWcbHNQlhFavYx38Cj4SCA9KVIFTw/s400/4977553579_e25219bf84_o.jpg" width="400" /></a></div>
<br /></div>
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<span style="font-family: inherit; line-height: 107%;">Ground crew accounts in this video clip below, chief ground crew Donny Bennett recalls after a flight cancellation he was assigned to AAL 11. No gate number is mentioned in his account, although he talks of AAL 11 getting ready for push-off into the taxi way. Another crew member Howard Crabtree recalls attending to ALL 11, while another ramp crew member Richie Sorbello recalls waving-off Pilot John Ogonowski. No gate number is mentioned in their accounts in this video, it is only implied with a video of Gate 32. Source: <a href="https://www.bitchute.com/video/Gm8M40NjT2Vk/">https://www.bitchute.com/video/Gm8M40NjT2Vk/</a><br /></span><br />
<div style="text-align: center;">
<iframe allowfullscreen="" frameborder="0" gesture="media" height="320" src="https://www.bitchute.com/embed/Gm8M40NjT2Vk/" width="440"></iframe><br />
<div style="text-align: left;">
<span style="font-family: inherit; line-height: 107%;"><br />Adding
further confusion to the discrepancy is flight attendant Betty Ong’s phone call
at 8:18 a.m. to the North Carolina Reservations Center, where Betty Ong told
Vanessa Minter she was on Flight 12, and then repeated it to Winston Sadler. To
compound matters further, Amy Sweeney in her first phone call at 8:30 a.m. said:
“<i style="mso-bidi-font-style: normal;">Flight 12 at Gate 32 had two flight
attendants stabbed.</i>” Phone Call Transcription FBI Document: <span class="MsoHyperlink"><a href="https://www.scribd.com/document/14094215/T7-B17-FBI-302s-of-Interest-Flight-11-Fdr-Entire-Contents">https://www.scribd.com/document/14094215/T7-B17-FBI-302s-of-Interest-Flight-11-Fdr-Entire-Contents</a></span></span></div>
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<span style="font-family: inherit; line-height: 107%;">Sweeney’s
phone call message prompted Michael Woodward and his colleague Elizabeth
Williams to proceed directly to Gate 32, and according to the FBI’s interview
with Williams she said that they found <i style="mso-bidi-font-style: normal;">“an
empty plane”.</i> See below:</span></div>
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<span style="font-family: inherit; line-height: 107%;">WILLIAMS
stated on September 11, 2001, at approximately 8 a.m., she was working in her
office at LOGAN AIRPORT when MICHAEL WOODWARD, Manager of Flight Services for
AMERICAN AIRLINES AA, advised her that they needed to go to Gate 32 because two
flight attendants had been stabbed. Upon arrival at the gate, WILLIAMS and
WOODWARD found an empty airplane. WOODWARD then got on the phone and contacted
EVELYN NUNEZ, an employee of AA at LOGAN AIRPORT. While WOODWARD was on the
phone, WILLIAMS searched the gate-side computer for information for the flight
time of the airplane at Gate 32.</span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><span class="MsoHyperlink"><span style="line-height: 107%;"><a href="https://www.scribd.com/document/18775594/T7-B10-FBI-302s-Olsen-Fdr-302s-Re-Michael-Woodward-372">https://www.scribd.com/document/18775594/T7-B10-FBI-302s-Olsen-Fdr-302s-Re-Michael-Woodward-372</a></span></span><br /></span>
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<span class="MsoHyperlink"><span style="font-family: inherit; line-height: 107%;"><span style="line-height: 107%;">This
important detail disclosed by Williams about the “<i style="mso-bidi-font-style: normal;">empty plane</i>” at the Gate 32, that both Williams and Woodward
observed is omitted in the – 9/11 Commission Memorandum “For the Record”
interview with Michael Woodward.</span> <span class="MsoHyperlink"><span style="line-height: 107%;"><a href="https://catalog.archives.gov/OpaAPI/media/2609599/content/arcmedia/9-11/MFR/t-0148-911MFR-00013.pdf">https://catalog.archives.gov/OpaAPI/media/2609599/content/arcmedia/9-11/MFR/t-0148-911MFR-00013.pdf</a></span></span></span></span></div>
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<span style="font-family: inherit; line-height: 107%;">So
according to Elizabeth Williams they found “<i><span style="mso-bidi-font-weight: bold;">an empty plan</span></i>e” at Gate 32, yet according to the official
narrative AAL 11 was in the air, and had been for 30 minutes, which begs the
question why Amy Sweeney said it was at Gate 32 in her phone call? If Elizabeth
Williams is telling the truth, and I have no cause to disbelieve her, and if
she is not mistaken or misreported, then we may have the key to explain what
might have happened to AAL 11.<br />
<br />
According to the BTS database entry which lists no wheels-off time for AAL 11 for
that day, there has been two explanations for this discrepancy. In the official
record, the NTSB say that the data was not reported, in the confusion of the
day. The “conspiracy theorists” say that it proves AAL 11 never existed. But
the data does not say either of these things. If we just take the data at
face-value, rather than assuming it is incorrect, misreported, or falsified,
what does the data tell us? It tells us that AAL 11 existed but that it never took
off. See below:</span></div>
<br />
<div style="text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjtFEXcG5Zefgvv4KzB966PFduOt5fUYFzniPG1SNYTzrYZzMceXxR6jRaYxuQX9Ir5B67nbWte1f_84GIHUtJeyYgVqh07YWS3134V4MkNWmg_Xl20UXyYmOXvLFaB8qkOKrRbanQyHQ/s1600/BTS11.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="357" data-original-width="816" height="175" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjtFEXcG5Zefgvv4KzB966PFduOt5fUYFzniPG1SNYTzrYZzMceXxR6jRaYxuQX9Ir5B67nbWte1f_84GIHUtJeyYgVqh07YWS3134V4MkNWmg_Xl20UXyYmOXvLFaB8qkOKrRbanQyHQ/s400/BTS11.jpg" width="400" /></a><br />
<span style="font-family: "times new roman" , serif; font-size: 12pt; line-height: 107%;"> </span></div>
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</xml><![endif]--><span style="line-height: 107%;">The
wheels-off data is recorded automatically and electronically, the fact that the
entry exists shows that AAL 11 was scheduled. The fact that the data shows the
time as 00:00 indicates that the wheels never moved. This corresponds exactly to
what Elizabeth Williams saw and described in her account. The plane was there
and had not taken off. If Elizabeth Williams is correct in what she saw, then
the entry in the BTS database for AAL 11 exactly matches what she described. So
we have two witnesses now who testify that the plane labelled as AAL 11 never
took off that morning: Elizabeth Williams, who says it twice, unambiguously,
and the NTSB data, which shows that the plane never moved from Gate 32. Another
fact is, the 9/11 Commission alleged that some passengers boarded AFTER
pushback from gate, which is troubling.</span><b><span style="line-height: 107%;"> </span></b></span></span><br />
<br />
<span class="MsoHyperlink"><span style="line-height: 107%;"><b><span style="line-height: 107%;">Aircraft
Communications Addressing and Reporting System (ACARS) discrepancies</span></b><span style="line-height: 107%;"> </span></span></span><br />
<br />
<span class="MsoHyperlink"><span style="line-height: 107%;"><span style="line-height: 107%;">The Aircraft Communications Addressing and Reporting
System (ACARS) is a device used to send messages to and from an aircraft. Very
similar to text messages and email we use today, Air Traffic Control, the
airline itself, and other airplanes can communicate with each other via this
"texting" system. ACARS was developed in 1978 and is still used
today. Similar to cell phone networks, the ACARS network has remote ground
stations installed around the world to route messages from ATC and the airline,
to the aircraft depending on its location and vice versa. <span class="MsoHyperlink"><a href="https://www.skybrary.aero/index.php/Aircraft_Communications,_Addressing_and_ReportingSystem">https://www.skybrary.aero/index.php/Aircraft_Communications,_Addressing_and_ReportingSystem</a></span> </span></span></span><br />
<br />
<span class="MsoHyperlink"><span style="line-height: 107%;"><span style="line-height: 107%;">According to the official ACARS data contained in
the PDF document - 5 AWA 898 Printout between 11:47:30 a.m. (7:47:38 a.m. EST)
and 12:00:15 p.m. (8:00:15 a.m. EST) American Airlines Flight 11's ACARS
(Downlink) messages sent from the airplane indicates a discrepancy in the identity
of the flight number. The flight number is identified as: AA0000. This should
not be the case. Note, there is a noticeable 9 minute gap in the ACARS data communications when the discrepancy occurs just before AAL 11 is
due for take-off at 8:01 a.m. EST. The anomalous flight number AA0000 does not
exist, yet lists the correct tail number N334AA. In the other instances, it
shows the correct flight number AA0011 and correct tail number N334AA. Why is there a 9 minute gap in the ACARS data?</span></span></span></span><div class="MsoNormal" style="margin-bottom: 0cm;">
<br />
<div class="separator" style="clear: both; text-align: center;">
<span class="MsoHyperlink"><span style="font-family: "times new roman" , serif; font-size: 12pt; line-height: 107%;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhoEmViMp3-bCKdNAM6RVsNBpEE_3mliBcSceKMPt-S1V1PTrhFpgNbsTNYmIk2sdjhnfNLWKpew8Cm0rsSILN9PqOARtDTWCE0yPlMCfkEL-cnoI61VE7isqEarOWqcZPlSCIv3aEWPw/s1600/AAL+11+ACARS+discreapancies.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="1086" data-original-width="1348" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhoEmViMp3-bCKdNAM6RVsNBpEE_3mliBcSceKMPt-S1V1PTrhFpgNbsTNYmIk2sdjhnfNLWKpew8Cm0rsSILN9PqOARtDTWCE0yPlMCfkEL-cnoI61VE7isqEarOWqcZPlSCIv3aEWPw/s400/AAL+11+ACARS+discreapancies.jpg" width="400" /></a></span></span></div>
</div>
<div class="MsoNormal" style="margin-bottom: 0cm;"><br />
<span style="font-family: inherit; line-height: 107%;">The ACARS data is sent automatically to the airline,
and then the airline forwards the data to the BTS on a regular basis.
Ostensibly, no human intervention is involved, thus no human failure is possible,
suggesting an airplane with the tail number N334AA took-off without an assigned
flight number to it, which was not recorded in the BTS data base? Does this
explain the BTS listing for AAL 11’s tail number as “unknown”, indicating that
it a different airplane that was at Gate 32 which was not AAL 11, and did not
take-off, which was recorded in the BTS data base? This explains the official
discrepancies in relation to AAL 11 and answers the confusion why the BTS
data-base reported AAL 11 as not taking off, and the account of Amy Sweeney in
her first phone call at 8:30 a.m. (“<i style="mso-bidi-font-style: normal;">Flight
12 at Gate 32 had two flight attendants stabbed.</i>”) indicating that the
airplane was still grounded at Gate 32? Phone Call Transcription FBI Document: <span class="MsoHyperlink"><a href="https://www.scribd.com/document/14094215/T7-B17-FBI-302s-of-Interest-Flight-11-Fdr-Entire-Contents">https://www.scribd.com/document/14094215/T7-B17-FBI-302s-of-Interest-Flight-11-Fdr-Entire-Contents</a></span></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<b style="mso-bidi-font-weight: normal;"><span style="font-family: inherit; line-height: 107%;">AAL 11 still airborne after it
"allegedly" crashed at 8:46 a.m. </span></b></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit; line-height: 107%;">In
the official narrative it has never been adequately explained why information
of AAL 11 still being airborne after it "allegedly” crashed into the North
Tower were officially reported. It appears from the Federal Aviation
Administration (FAA) and North American Aerospace Defense Command (NORAD)
communications recordings that AAL 11's last known coordinates were (40'38N
074'03W) which locates AAL 11 - 5.77 miles past the North Tower according
to the ATC communications, and heading towards the Washington, DC. area.</span><br />
<span style="font-family: "times new roman" , serif; font-size: 12pt; line-height: 107%;"> </span><span style="font-family: "times new roman" , serif; font-size: 12pt; line-height: 107%;"> </span><br />
<span style="font-family: "times new roman" , serif; font-size: 12pt; line-height: 107%;"></span></div>
<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEghj2DTbnOGEca7KhbwNknAIdMtjK6j8SciPwTiik9_VUBPo-Lx2rCGebb3KvACJKHjHomzQw2MkY6B_edP8JRlU-08KZ1bskOKeGG1UssrIalbuYcQdavRuoWY7zcxO7xfFyRUPDo4nQ/s1600/A11+5-77+miles.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="383" data-original-width="640" height="238" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEghj2DTbnOGEca7KhbwNknAIdMtjK6j8SciPwTiik9_VUBPo-Lx2rCGebb3KvACJKHjHomzQw2MkY6B_edP8JRlU-08KZ1bskOKeGG1UssrIalbuYcQdavRuoWY7zcxO7xfFyRUPDo4nQ/s400/A11+5-77+miles.jpg" width="400" /></a></div>
<div style="text-align: center;">
<br /></div>
<div style="text-align: left;">
<span class="MsoHyperlink"><span style="line-height: 107%;"><span style="font-family: inherit; line-height: 107%;">In
this short video I made from the FAA and NORAD communication recordings I
include the relevant communication segments: <span class="MsoHyperlink"><a href="https://www.bitchute.com/video/o70FbWu5QflU/">https://www.bitchute.com/video/o70FbWu5QflU/</a></span></span></span></span></div><div style="text-align: left;"><span class="MsoHyperlink"><span style="line-height: 107%;"><span style="font-family: inherit; line-height: 107%;"><br /></span></span></span></div>
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<iframe allowfullscreen="" frameborder="0" gesture="media" height="320" src="https://www.bitchute.com/embed/o70FbWu5QflU/" width="440"></iframe><b> </b></span></span></span></div>
<span style="font-family: inherit;"><span class="MsoHyperlink"><span style="line-height: 107%;"><span style="line-height: 107%;"><b><br />Official Explanations for this Evidence:</b><br /><br />
In the aftermath of 9/11 the scramble of Langley Fighters has been described by
the Defence Department as a response to the hijacking of AAL 77, or United 93
(UAL 93), or a combination of the two. Yet the report of AAL 11 heading towards
Washington, DC. as the reason for the Langley Fighter Jets to be scrambled does
not reflect what is captured in the taped conversations at NEADS or in taped
conversations at FAA centres, on chat logs compiled at NEADS and NORAD. In
reality at 9:24 a.m. when the fighter jets were scrambled from Langley, NEADS
wasn’t even aware that AAL 77 or UAL 93 were hijacked. Why did the Defence
Department lie about this? Shortly after 9/11, a time-line provided by senior
Defence Department officials to CNN will state, NORAD orders jets scrambled
from Langley in order to “head to intercept” AAL 77. <br />
<br />
Major General Larry Arnold, the CONR commander, will give a different
explanation. He will tell the 9/11 Commission, “<i style="mso-bidi-font-style: normal;">we launched the aircraft out of Langley to put them over top of
Washington DC, not in response to AAL 77, but really to put them in a position
in case UAL 93 were to head that way</i>.” Major Nasypany will tell the 9/11
Commission that the real reason for the Langley jets are scrambled and directed
toward Baltimore area is to position them between the reportedly southbound AAL
11 and Washington, DC, as a “<i style="mso-bidi-font-style: normal;">barrier cap</i>”.
It seems NORAD deliberately misled Congress and the 9/11 Commission by hiding
the fact that the Langley scramble takes place in response to the report that
AAL 11 still airborne. </span><b><span style="line-height: 107%;"> </span></b></span></span><br />
<br />
<span class="MsoHyperlink"><span style="line-height: 107%;"><b><span style="line-height: 107%;">Emergency
Transmitter Locator (ELT) went off over two minutes before AAL 11 allegedly
crashed into the World Trade Center?</span></b><span style="line-height: 107%;"> </span></span></span><br />
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<span style="font-family: inherit;"><span class="MsoHyperlink"><span style="line-height: 107%;"><span style="line-height: 107%;"><br />
Another discrepancy in the official data supports the case that AAL 11 didn't
crash into the North Tower is due to the timing of the Emergency Transmitter
Locator (ELT) going-off over two minutes before AAL 11 crashed at 8:46
a.m.<br />
<br />
The Emergency Locator Transmitters (ELT) are emergency transmitters that are
carried aboard most general aviation aircraft in the U.S. In the event of an
aircraft accident, these devices are designed to transmit a distress signal on
121.5 and 243.0 MHz frequencies. ELTs are mounted aft in the airplane, and
designed to be triggered upon impact or may be manually activated using the
remote switch and control panel indicator in the cockpit. Activation of the ELT
triggers an audio alert, and 406-MHz ELTs transmit GPS position for search and
rescue. [Emergency Locator Transmitters – AOPA]. <span class="MsoHyperlink"><a href="https://www.aopa.org/advocacy/aircraft/aircraft-operations/emergency-locator-transmitters">https://www.aopa.org/advocacy/aircraft/aircraft-operations/emergency-locator-transmitters</a></span><br />
<br />
According to the 9/11 Commission, AAL 11 crashed into the North Tower at 8:46
a.m. [The 9/11 Commission Report: Final Report of the National Commission on
Terrorist Attacks Upon the United States. New York: W. W. Norton & Company,
2004, p. 7.] However, two and a half minutes earlier, David Bottiglia, an
air traffic controller at the FAA's New York Center, received an important
message from one of the planes in the airspace he was monitoring. At 8:44 a.m.
the pilot of U.S. Airways Flight 583 told Bottiglia: "<i style="mso-bidi-font-style: normal;">I just picked up an ELT on 121.5. It was brief, but it went off.</i>"
(121.5 megahertz is an emergency frequency that ELTs are designed to transmit
their distress signals on.) A minute later, about 90 second before AAL 11
crashed into the WTC another plane in the New York Center's airspace reported
the same thing. The pilot of Delta Airlines Flight 2433 told Bottiglia: "<i style="mso-bidi-font-style: normal;">We picked up that ELT, too. But it's very
faint.</i>" [Transcript of United Airlines Flight 175] - <span class="MsoHyperlink"><a href="https://www.nytimes.com/2001/10/16/national/transcript-of-united-airlines-flight-175.html">https://www.nytimes.com/2001/10/16/national/transcript-of-united-airlines-flight-175.html</a></span> </span></span></span><br />
<br />
<span class="MsoHyperlink"><span style="line-height: 107%;"><span style="line-height: 107%;">According to author Lynn Spencer, "<i style="mso-bidi-font-style: normal;">several</i>"
facilities picked up the ELT signal around this time. [Lynn Spencer, Touching
History: The Untold Story of the Drama That Unfolded in the Skies Over America
on 9/11. New York: Free Press, 2008, p. 50.]. </span></span></span></span></div>
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<span style="font-family: inherit;"><br />
<span class="MsoHyperlink"><span style="line-height: 107%;"><span style="line-height: 107%;">Peter
McCloskey, a traffic management coordinator at the New York Center, later
recalled that the ELT had gone off "<i style="mso-bidi-font-style: normal;">in
the vicinity of Lower Manhattan</i>." [Memorandum for the Record: Federal
Aviation Administration (FAA) New York Air Route Center Interview with Peter
McCloskey." 9/11 Commission, October 1, 2003].</span></span></span></span></div>
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<span style="font-family: inherit;"><br />
<span style="line-height: 107%;">And, around the time AAL 11 crashed into the WTC, a participant in an FAA
teleconference stated, "<i style="mso-bidi-font-style: normal;">We got a
report of an ELT in the area that (the radar track for Flight 11) was in.</i>"
(Before it disappeared from radar screens, the track for AAL 11 had indicated
the plane was about 20 miles from New York's JFK International Airport). [9/11
Air Traffic Control Transcript] <span class="MsoHyperlink"><a href="https://www.scribd.com/document/13484898/9-11-Air-Traffic-Control-Transcript">https://www.scribd.com/document/13484898/9-11-Air-Traffic-Control-Transcript</a></span> </span></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;"><span class="MsoHyperlink"><span style="line-height: 107%;"><span style="font-family: inherit; line-height: 107%;"><br />
Additionally, while an ELT went off two minutes before AAL 11 crashed into the
WTC, it appears that no ELT went off at the time of the crash itself at 8:46
a.m. as it should have done. This is analogous to United Airlines “Flight 175” (UAL 175) which
“allegedly” crashed into the South Tower at 9:03 a.m. where an ELT signal was
activated and transmitted in the New York area four minutes before at 8:59 a.m.
The pilot of 'Flight 583', who had reported the ELT signal before the North Tower
was struck, told David Bottiglia at the New York Center that he had noticed
another ELT going off. The pilot said, "<i style="mso-bidi-font-style: normal;">I hate to keep burdening you with this stuff, but now we're picking up
another ELT on 21.5.</i>" Again the same as the previous crash with AAL
11, with the ELT being activated minutes before UAL 175 crashed into the South
Tower, and no ELT being activated at the time of the crash itself. Furthermore,
there is no evidence cited of an ELT reported with United Airlines ‘Flight 93' and there is no evidence cited that an ELT was activated for American Airlines 'Flight 77', thus indicating none of the four airplanes listed as being involved on 9/11 crashed at any of the "alleged" targets named in the official 9/11 narrative. <br /><br /><b>The ELT activated over Ann Arbor, Michigan at 9:53 a.m.</b><br /><br />An ELT was broadcast/transmitted over Ann Arbor, MI. at 13:53 p.m. PST, 9:53 a.m. EST. This ELT has not been "officially" related to any of the four alleged airplanes listed as involved on 9/11. However according to this evidence it indicates that an airplane crashed in Ann Arbor at 9:53 a.m. but has never been accounted for as any airplane crash taking place. Note: in the communication between the two controllers it appears there is an audio drop-out, or editing done, just after when the controller say "<i>wait that doesn't make sense</i>", and the other controller replies "<i>yes it does, it</i>...<i>(audio drops-out or is edited)</i>". The controller seems to go on to explain something to the other contoller, however there's an audio drop-out or edit towards the end? Why was this information removed? What was being concealed about this ELT occurrence? </span></span></span><br /><br />
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<iframe allowfullscreen="" class="YOUTUBE-iframe-video" data-thumbnail-src="https://i.ytimg.com/vi/LoojTntrRzU/0.jpg" frameborder="0" height="266" src="https://www.youtube.com/embed/LoojTntrRzU?feature=player_embedded" width="320"></iframe><span class="MsoHyperlink"><span style="font-family: "times new roman" , serif; font-size: 12pt; line-height: 107%;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhZEyhURhacbB75qdQHsXfqhb1o-BTkjOV8MEe6_RDcGt2iEZYMYC5l9PQW3BbPxpyWSv2Z6zIoyzP1uPiNzODJMsYT3GyzXPcP7yTG5K7WMtcO2-scjkusAT_aZKSFs9wUWfMrXdOrQw/s1600/ELT+UA93+over+Ann+Harbor+2.jpg" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"> </a></span></span></div>
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<span class="MsoHyperlink"><span style="line-height: 107%;"><span style="font-family: inherit; line-height: 107%;">There is no evidence that an airplane crash took place in Ann Arbor, MI. at 9:53 a.m. This has never been reported officially as happening, however the incident of the ELT being activated was officially reported. </span></span></span><span class="MsoHyperlink"><span style="font-family: "times new roman" , serif; font-size: 12pt; line-height: 107%;"><br /></span></span>
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<span class="MsoHyperlink"><span style="font-family: "times new roman" , serif; font-size: 12pt; line-height: 107%;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiPyMHEnKLSpDuq-Hxs_9B2pgDgtvD27J9N97IUvI2cOeDGL0FkVCOHhQEnD8oEUGkwlxth0d7fqF22Zv5cjbOWeBT90YSEPabfZzpLB5Ui7UDQh06Ww3uJk46XyEiu-3eNrYCo_V_z3g/s1600/ELT+UA93+over+Ann+Harbor+2.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="157" data-original-width="755" height="82" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiPyMHEnKLSpDuq-Hxs_9B2pgDgtvD27J9N97IUvI2cOeDGL0FkVCOHhQEnD8oEUGkwlxth0d7fqF22Zv5cjbOWeBT90YSEPabfZzpLB5Ui7UDQh06Ww3uJk46XyEiu-3eNrYCo_V_z3g/s400/ELT+UA93+over+Ann+Harbor+2.jpg" width="400" /></a></span></span></div>
<span class="MsoHyperlink"><span style="font-family: "times new roman" , serif; font-size: 12pt; line-height: 107%;"><br /></span></span>
<span style="font-family: inherit;"><span class="MsoHyperlink"><span style="line-height: 107%;"><span style="line-height: 107%;">Does this indicate that ELTs were being broadcast/transmitted which were part of the many military training exercises taking place on 9/11, where it has been alleged, simulated airplane hijackings were in progress during the morning on 9/11. The Ann Arbor, MI. ELT could explain why ELT's were being broadcast too early in the case of AAL 11 and UAL 175 ahead of their "alleged" crashes?<br /> </span></span></span><br />
<span class="MsoHyperlink"><span style="line-height: 107%;"><span style="line-height: 107%;">The official ELT evidence alone implies that
none of the two airplanes crashed at their targets. The evidence of ELT signals being
broadcast/transmitted in the New York area before the World Trade Center towers were hit
raises serious questions about the official narrative of the 9/11 attacks. If
ELTs had been activated, this should have been at the times the airplanes
crashed into the towers, not several minutes beforehand. But while a number of
Air Traffic Controllers (ATC) mentioned the ELT signals in their interviews
with the 9/11 Commission, the 9/11 Commission Report offered no explanation for
this anomalous evidence. For example, where the sources of the ELT signals
originated from? Or were they from somewhere else? And were the transmitters
themselves ever found? After all, according to the FAA, "<i style="mso-bidi-font-style: normal;">In most installations the [ELT] is attached
to the aircraft structure as far as practicable in the fuselage; or in the tail
surface, in such a manner that damage to the beacon will be minimized in the
event of a crash impact.</i>" <span class="MsoHyperlink"><a href="http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgNPRM.nsf/0/ae86aa83c819fdbd86256819006c1c0f!OpenDocument">http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgNPRM.nsf/0/ae86aa83c819fdbd86256819006c1c0f!OpenDocument</a></span> <br /><b><br /></b></span><b>Summary & Conclusion</b></span></span><br />
<span class="MsoHyperlink"><span style="line-height: 107%;"><b><br /></b>The mystery<b> </b>surrounding the gate discrepancy could suggest<b> </b>that AAL 11 did not take-off, as reflected in the BTS data-base, which recorded AAL 11 as not leaving the ground. Also ACARS data indicates a discrepancy with a non-existent flight number which happens leading up to AAL 11's "alleged" take-off, which was clearly recorded in the ACARS telemetry data "downlink" from the airplane. There is no reason to suggest why this should happen. Furthermore these two pieces of evidence cited could indicate that perhaps another airplane actually took-off instead, which could explain the discrepancy regarding the gate departures. To support this is the evidence of <span style="line-height: 107%;">Amy Sweeney in her first phone call at 8:30 a.m. who said:
“<i style="mso-bidi-font-style: normal;">Flight 12 at Gate 32 had two flight
attendants stabbed.</i>” Phone Call Transcription FBI Document: <span class="MsoHyperlink"><a href="https://www.scribd.com/document/14094215/T7-B17-FBI-302s-of-Interest-Flight-11-Fdr-Entire-Contents">https://www.scribd.com/document/14094215/T7-B17-FBI-302s-of-Interest-Flight-11-Fdr-Entire-Contents</a>. This prompted </span></span>Woodward and Williams to check Gate 32, where they observed an "<i>empty airplane</i>" at the gate, although strangely this was omitted in Woodward's account in the - 9/11 Commission Memorandum Report. WHY? Moreover, Sweeney's phone call confirms that she referred to 'Flight 12' and Gate 32. Does this further support the discrepancy with the flight number which is reflected in the ACARS data leading up to the take-off? Additionally, evidence suggests that an airplane identifying itself as AAL 11 with the (correct) tail number: <span style="line-height: 107%;">N334AA was 5.77 miles past the North Tower after it was allegedly meant to have crashed into the North Tower at 8:46 a.m. according to Air Traffic Control's last known "official" latitude-longitude coordinates. The official ELT evidence alone does not support AAL 11 crashing into the North Tower, because it was activated/broadcast too early before the crash itself, thus indicating it was not AAL 11 involved in the event at the North Tower, which the NORAD communication recordings support, indicating that AAL 11 was heading towards Washington, DC. area. (My speculation to land at Reagan National Airport where UAL 93 landed at 10:28 a.m. Interestingly, <a href="https://www.bitchute.com/video/oF9nwLEchfc2/">Reagan National Airport was the only airport to close for 23 days after 9/11</a>). This is also reinforced by reports of a airplane heading towards Washington, DC. which passed-by the White House, heading from the direction that AAL 11 would have been flying towards. An added note is, <a href="https://www.bitchute.com/video/yPsJfivp9rWo/">none of airplanes bound for Los Angeles (LAX) were listed on the arrivals board, and even more strangely none of the passenger's relatives were at the airport to meet any of the passengers</a>, which could be expected, even taking into to account of what unfolded. <br /><br /><b>On a final note...</b></span></span></span><br />
<span class="MsoHyperlink"><span style="line-height: 107%;"><br /></span></span>
<span class="MsoHyperlink"><span style="line-height: 107%;"><span style="line-height: 107%;">I
have suspected for a long time that the four airplanes allegedly involved on 9/11 where part of a "<i>real world</i>" simulated hijacking, which was most likely
part of the war-games exercises happening on 9/11. I consider none of the airplanes which were named by the 9/11 Commission crashed into their alleged targets. Something else took place at each event that did not involve the four airplanes. The evidence does not support the official narrative and I feel the evidence cited here in this blog-post goes someway to support my suspicions.</span></span></span><br />
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Name="List Bullet 2"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="List Bullet 3"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="List Bullet 4"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="List Bullet 5"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="List Number 2"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="List Number 3"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="List Number 4"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="List Number 5"/>
<w:LsdException Locked="false" Priority="10" QFormat="true" Name="Title"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Closing"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Signature"/>
<w:LsdException Locked="false" Priority="1" SemiHidden="true"
UnhideWhenUsed="true" Name="Default Paragraph Font"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Body Text"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Body Text Indent"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="List Continue"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="List Continue 2"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="List Continue 3"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="List Continue 4"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="List Continue 5"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Message Header"/>
<w:LsdException Locked="false" Priority="11" QFormat="true" Name="Subtitle"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Salutation"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Date"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Body Text First Indent"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Body Text First Indent 2"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Note Heading"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Body Text 2"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Body Text 3"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Body Text Indent 2"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Body Text Indent 3"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Block Text"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Hyperlink"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="FollowedHyperlink"/>
<w:LsdException Locked="false" Priority="22" QFormat="true" Name="Strong"/>
<w:LsdException Locked="false" Priority="20" QFormat="true" Name="Emphasis"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Document Map"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Plain Text"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="E-mail Signature"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="HTML Top of Form"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="HTML Bottom of Form"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Normal (Web)"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="HTML Acronym"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="HTML Address"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="HTML Cite"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="HTML Code"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="HTML Definition"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="HTML Keyboard"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="HTML Preformatted"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="HTML Sample"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="HTML Typewriter"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="HTML Variable"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Normal Table"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="annotation subject"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="No List"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Outline List 1"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Outline List 2"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Outline List 3"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Table Simple 1"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Table Simple 2"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Table Simple 3"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Table Classic 1"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Table Classic 2"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Table Classic 3"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Table Classic 4"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Table Colorful 1"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Table Colorful 2"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Table Colorful 3"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Table Columns 1"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Table Columns 2"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Table Columns 3"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Table Columns 4"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Table Columns 5"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Table Grid 1"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Table Grid 2"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Table Grid 3"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Table Grid 4"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Table Grid 5"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Table Grid 6"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Table Grid 7"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Table Grid 8"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Table List 1"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Table List 2"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Table List 3"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Table List 4"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Table List 5"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Table List 6"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Table List 7"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Table List 8"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Table 3D effects 1"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Table 3D effects 2"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Table 3D effects 3"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Table Contemporary"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Table Elegant"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Table Professional"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Table Subtle 1"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Table Subtle 2"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Table Web 1"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Table Web 2"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Table Web 3"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Balloon Text"/>
<w:LsdException Locked="false" Priority="39" Name="Table Grid"/>
<w:LsdException Locked="false" SemiHidden="true" UnhideWhenUsed="true"
Name="Table Theme"/>
<w:LsdException Locked="false" SemiHidden="true" Name="Placeholder Text"/>
<w:LsdException Locked="false" Priority="1" QFormat="true" Name="No Spacing"/>
<w:LsdException Locked="false" Priority="60" Name="Light Shading"/>
<w:LsdException Locked="false" Priority="61" Name="Light List"/>
<w:LsdException Locked="false" Priority="62" Name="Light Grid"/>
<w:LsdException Locked="false" Priority="63" Name="Medium Shading 1"/>
<w:LsdException Locked="false" Priority="64" Name="Medium Shading 2"/>
<w:LsdException Locked="false" Priority="65" Name="Medium List 1"/>
<w:LsdException Locked="false" Priority="66" Name="Medium List 2"/>
<w:LsdException Locked="false" Priority="67" Name="Medium Grid 1"/>
<w:LsdException Locked="false" Priority="68" Name="Medium Grid 2"/>
<w:LsdException Locked="false" Priority="69" Name="Medium Grid 3"/>
<w:LsdException Locked="false" Priority="70" Name="Dark List"/>
<w:LsdException Locked="false" Priority="71" Name="Colorful Shading"/>
<w:LsdException Locked="false" Priority="72" Name="Colorful List"/>
<w:LsdException Locked="false" Priority="73" Name="Colorful Grid"/>
<w:LsdException Locked="false" Priority="60" Name="Light Shading Accent 1"/>
<w:LsdException Locked="false" Priority="61" Name="Light List Accent 1"/>
<w:LsdException Locked="false" Priority="62" Name="Light Grid Accent 1"/>
<w:LsdException Locked="false" Priority="63" Name="Medium Shading 1 Accent 1"/>
<w:LsdException Locked="false" Priority="64" Name="Medium Shading 2 Accent 1"/>
<w:LsdException Locked="false" Priority="65" Name="Medium List 1 Accent 1"/>
<w:LsdException Locked="false" SemiHidden="true" Name="Revision"/>
<w:LsdException Locked="false" Priority="34" QFormat="true"
Name="List Paragraph"/>
<w:LsdException Locked="false" Priority="29" QFormat="true" Name="Quote"/>
<w:LsdException Locked="false" Priority="30" QFormat="true"
Name="Intense Quote"/>
<w:LsdException Locked="false" Priority="66" Name="Medium List 2 Accent 1"/>
<w:LsdException Locked="false" Priority="67" Name="Medium Grid 1 Accent 1"/>
<w:LsdException Locked="false" Priority="68" Name="Medium Grid 2 Accent 1"/>
<w:LsdException Locked="false" Priority="69" Name="Medium Grid 3 Accent 1"/>
<w:LsdException Locked="false" Priority="70" Name="Dark List Accent 1"/>
<w:LsdException Locked="false" Priority="71" Name="Colorful Shading Accent 1"/>
<w:LsdException Locked="false" Priority="72" Name="Colorful List Accent 1"/>
<w:LsdException Locked="false" Priority="73" Name="Colorful Grid Accent 1"/>
<w:LsdException Locked="false" Priority="60" Name="Light Shading Accent 2"/>
<w:LsdException Locked="false" Priority="61" Name="Light List Accent 2"/>
<w:LsdException Locked="false" Priority="62" Name="Light Grid Accent 2"/>
<w:LsdException Locked="false" Priority="63" Name="Medium Shading 1 Accent 2"/>
<w:LsdException Locked="false" Priority="64" Name="Medium Shading 2 Accent 2"/>
<w:LsdException Locked="false" Priority="65" Name="Medium List 1 Accent 2"/>
<w:LsdException Locked="false" Priority="66" Name="Medium List 2 Accent 2"/>
<w:LsdException Locked="false" Priority="67" Name="Medium Grid 1 Accent 2"/>
<w:LsdException Locked="false" Priority="68" Name="Medium Grid 2 Accent 2"/>
<w:LsdException Locked="false" Priority="69" Name="Medium Grid 3 Accent 2"/>
<w:LsdException Locked="false" Priority="70" Name="Dark List Accent 2"/>
<w:LsdException Locked="false" Priority="71" Name="Colorful Shading Accent 2"/>
<w:LsdException Locked="false" Priority="72" Name="Colorful List Accent 2"/>
<w:LsdException Locked="false" Priority="73" Name="Colorful Grid Accent 2"/>
<w:LsdException Locked="false" Priority="60" Name="Light Shading Accent 3"/>
<w:LsdException Locked="false" Priority="61" Name="Light List Accent 3"/>
<w:LsdException Locked="false" Priority="62" Name="Light Grid Accent 3"/>
<w:LsdException Locked="false" Priority="63" Name="Medium Shading 1 Accent 3"/>
<w:LsdException Locked="false" Priority="64" Name="Medium Shading 2 Accent 3"/>
<w:LsdException Locked="false" Priority="65" Name="Medium List 1 Accent 3"/>
<w:LsdException Locked="false" Priority="66" Name="Medium List 2 Accent 3"/>
<w:LsdException Locked="false" Priority="67" Name="Medium Grid 1 Accent 3"/>
<w:LsdException Locked="false" Priority="68" Name="Medium Grid 2 Accent 3"/>
<w:LsdException Locked="false" Priority="69" Name="Medium Grid 3 Accent 3"/>
<w:LsdException Locked="false" Priority="70" Name="Dark List Accent 3"/>
<w:LsdException Locked="false" Priority="71" Name="Colorful Shading Accent 3"/>
<w:LsdException Locked="false" Priority="72" Name="Colorful List Accent 3"/>
<w:LsdException Locked="false" Priority="73" Name="Colorful Grid Accent 3"/>
<w:LsdException Locked="false" Priority="60" Name="Light Shading Accent 4"/>
<w:LsdException Locked="false" Priority="61" Name="Light List Accent 4"/>
<w:LsdException Locked="false" Priority="62" Name="Light Grid Accent 4"/>
<w:LsdException Locked="false" Priority="63" Name="Medium Shading 1 Accent 4"/>
<w:LsdException Locked="false" Priority="64" Name="Medium Shading 2 Accent 4"/>
<w:LsdException Locked="false" Priority="65" Name="Medium List 1 Accent 4"/>
<w:LsdException Locked="false" Priority="66" Name="Medium List 2 Accent 4"/>
<w:LsdException Locked="false" Priority="67" Name="Medium Grid 1 Accent 4"/>
<w:LsdException Locked="false" Priority="68" Name="Medium Grid 2 Accent 4"/>
<w:LsdException Locked="false" Priority="69" Name="Medium Grid 3 Accent 4"/>
<w:LsdException Locked="false" Priority="70" Name="Dark List Accent 4"/>
<w:LsdException Locked="false" Priority="71" Name="Colorful Shading Accent 4"/>
<w:LsdException Locked="false" Priority="72" Name="Colorful List Accent 4"/>
<w:LsdException Locked="false" Priority="73" Name="Colorful Grid Accent 4"/>
<w:LsdException Locked="false" Priority="60" Name="Light Shading Accent 5"/>
<w:LsdException Locked="false" Priority="61" Name="Light List Accent 5"/>
<w:LsdException Locked="false" Priority="62" Name="Light Grid Accent 5"/>
<w:LsdException Locked="false" Priority="63" Name="Medium Shading 1 Accent 5"/>
<w:LsdException Locked="false" Priority="64" Name="Medium Shading 2 Accent 5"/>
<w:LsdException Locked="false" Priority="65" Name="Medium List 1 Accent 5"/>
<w:LsdException Locked="false" Priority="66" Name="Medium List 2 Accent 5"/>
<w:LsdException Locked="false" Priority="67" Name="Medium Grid 1 Accent 5"/>
<w:LsdException Locked="false" Priority="68" Name="Medium Grid 2 Accent 5"/>
<w:LsdException Locked="false" Priority="69" Name="Medium Grid 3 Accent 5"/>
<w:LsdException Locked="false" Priority="70" Name="Dark List Accent 5"/>
<w:LsdException Locked="false" Priority="71" Name="Colorful Shading Accent 5"/>
<w:LsdException Locked="false" Priority="72" Name="Colorful List Accent 5"/>
<w:LsdException Locked="false" Priority="73" Name="Colorful Grid Accent 5"/>
<w:LsdException Locked="false" Priority="60" Name="Light Shading Accent 6"/>
<w:LsdException Locked="false" Priority="61" Name="Light List Accent 6"/>
<w:LsdException Locked="false" Priority="62" Name="Light Grid Accent 6"/>
<w:LsdException Locked="false" Priority="63" Name="Medium Shading 1 Accent 6"/>
<w:LsdException Locked="false" Priority="64" Name="Medium Shading 2 Accent 6"/>
<w:LsdException Locked="false" Priority="65" Name="Medium List 1 Accent 6"/>
<w:LsdException Locked="false" Priority="66" Name="Medium List 2 Accent 6"/>
<w:LsdException Locked="false" Priority="67" Name="Medium Grid 1 Accent 6"/>
<w:LsdException Locked="false" Priority="68" Name="Medium Grid 2 Accent 6"/>
<w:LsdException Locked="false" Priority="69" Name="Medium Grid 3 Accent 6"/>
<w:LsdException Locked="false" Priority="70" Name="Dark List Accent 6"/>
<w:LsdException Locked="false" Priority="71" Name="Colorful Shading Accent 6"/>
<w:LsdException Locked="false" Priority="72" Name="Colorful List Accent 6"/>
<w:LsdException Locked="false" Priority="73" Name="Colorful Grid Accent 6"/>
<w:LsdException Locked="false" Priority="19" QFormat="true"
Name="Subtle Emphasis"/>
<w:LsdException Locked="false" Priority="21" QFormat="true"
Name="Intense Emphasis"/>
<w:LsdException Locked="false" Priority="31" QFormat="true"
Name="Subtle Reference"/>
<w:LsdException Locked="false" Priority="32" QFormat="true"
Name="Intense Reference"/>
<w:LsdException Locked="false" Priority="33" QFormat="true" Name="Book Title"/>
<w:LsdException Locked="false" Priority="37" SemiHidden="true"
UnhideWhenUsed="true" Name="Bibliography"/>
<w:LsdException Locked="false" Priority="39" SemiHidden="true"
UnhideWhenUsed="true" QFormat="true" Name="TOC Heading"/>
<w:LsdException Locked="false" Priority="41" Name="Plain Table 1"/>
<w:LsdException Locked="false" Priority="42" Name="Plain Table 2"/>
<w:LsdException Locked="false" Priority="43" Name="Plain Table 3"/>
<w:LsdException Locked="false" Priority="44" Name="Plain Table 4"/>
<w:LsdException Locked="false" Priority="45" Name="Plain Table 5"/>
<w:LsdException Locked="false" Priority="40" Name="Grid Table Light"/>
<w:LsdException Locked="false" Priority="46" Name="Grid Table 1 Light"/>
<w:LsdException Locked="false" Priority="47" Name="Grid Table 2"/>
<w:LsdException Locked="false" Priority="48" Name="Grid Table 3"/>
<w:LsdException Locked="false" Priority="49" Name="Grid Table 4"/>
<w:LsdException Locked="false" Priority="50" Name="Grid Table 5 Dark"/>
<w:LsdException Locked="false" Priority="51" Name="Grid Table 6 Colorful"/>
<w:LsdException Locked="false" Priority="52" Name="Grid Table 7 Colorful"/>
<w:LsdException Locked="false" Priority="46"
Name="Grid Table 1 Light Accent 1"/>
<w:LsdException Locked="false" Priority="47" Name="Grid Table 2 Accent 1"/>
<w:LsdException Locked="false" Priority="48" Name="Grid Table 3 Accent 1"/>
<w:LsdException Locked="false" Priority="49" Name="Grid Table 4 Accent 1"/>
<w:LsdException Locked="false" Priority="50" Name="Grid Table 5 Dark Accent 1"/>
<w:LsdException Locked="false" Priority="51"
Name="Grid Table 6 Colorful Accent 1"/>
<w:LsdException Locked="false" Priority="52"
Name="Grid Table 7 Colorful Accent 1"/>
<w:LsdException Locked="false" Priority="46"
Name="Grid Table 1 Light Accent 2"/>
<w:LsdException Locked="false" Priority="47" Name="Grid Table 2 Accent 2"/>
<w:LsdException Locked="false" Priority="48" Name="Grid Table 3 Accent 2"/>
<w:LsdException Locked="false" Priority="49" Name="Grid Table 4 Accent 2"/>
<w:LsdException Locked="false" Priority="50" Name="Grid Table 5 Dark Accent 2"/>
<w:LsdException Locked="false" Priority="51"
Name="Grid Table 6 Colorful Accent 2"/>
<w:LsdException Locked="false" Priority="52"
Name="Grid Table 7 Colorful Accent 2"/>
<w:LsdException Locked="false" Priority="46"
Name="Grid Table 1 Light Accent 3"/>
<w:LsdException Locked="false" Priority="47" Name="Grid Table 2 Accent 3"/>
<w:LsdException Locked="false" Priority="48" Name="Grid Table 3 Accent 3"/>
<w:LsdException Locked="false" Priority="49" Name="Grid Table 4 Accent 3"/>
<w:LsdException Locked="false" Priority="50" Name="Grid Table 5 Dark Accent 3"/>
<w:LsdException Locked="false" Priority="51"
Name="Grid Table 6 Colorful Accent 3"/>
<w:LsdException Locked="false" Priority="52"
Name="Grid Table 7 Colorful Accent 3"/>
<w:LsdException Locked="false" Priority="46"
Name="Grid Table 1 Light Accent 4"/>
<w:LsdException Locked="false" Priority="47" Name="Grid Table 2 Accent 4"/>
<w:LsdException Locked="false" Priority="48" Name="Grid Table 3 Accent 4"/>
<w:LsdException Locked="false" Priority="49" Name="Grid Table 4 Accent 4"/>
<w:LsdException Locked="false" Priority="50" Name="Grid Table 5 Dark Accent 4"/>
<w:LsdException Locked="false" Priority="51"
Name="Grid Table 6 Colorful Accent 4"/>
<w:LsdException Locked="false" Priority="52"
Name="Grid Table 7 Colorful Accent 4"/>
<w:LsdException Locked="false" Priority="46"
Name="Grid Table 1 Light Accent 5"/>
<w:LsdException Locked="false" Priority="47" Name="Grid Table 2 Accent 5"/>
<w:LsdException Locked="false" Priority="48" Name="Grid Table 3 Accent 5"/>
<w:LsdException Locked="false" Priority="49" Name="Grid Table 4 Accent 5"/>
<w:LsdException Locked="false" Priority="50" Name="Grid Table 5 Dark Accent 5"/>
<w:LsdException Locked="false" Priority="51"
Name="Grid Table 6 Colorful Accent 5"/>
<w:LsdException Locked="false" Priority="52"
Name="Grid Table 7 Colorful Accent 5"/>
<w:LsdException Locked="false" Priority="46"
Name="Grid Table 1 Light Accent 6"/>
<w:LsdException Locked="false" Priority="47" Name="Grid Table 2 Accent 6"/>
<w:LsdException Locked="false" Priority="48" Name="Grid Table 3 Accent 6"/>
<w:LsdException Locked="false" Priority="49" Name="Grid Table 4 Accent 6"/>
<w:LsdException Locked="false" Priority="50" Name="Grid Table 5 Dark Accent 6"/>
<w:LsdException Locked="false" Priority="51"
Name="Grid Table 6 Colorful Accent 6"/>
<w:LsdException Locked="false" Priority="52"
Name="Grid Table 7 Colorful Accent 6"/>
<w:LsdException Locked="false" Priority="46" Name="List Table 1 Light"/>
<w:LsdException Locked="false" Priority="47" Name="List Table 2"/>
<w:LsdException Locked="false" Priority="48" Name="List Table 3"/>
<w:LsdException Locked="false" Priority="49" Name="List Table 4"/>
<w:LsdException Locked="false" Priority="50" Name="List Table 5 Dark"/>
<w:LsdException Locked="false" Priority="51" Name="List Table 6 Colorful"/>
<w:LsdException Locked="false" Priority="52" Name="List Table 7 Colorful"/>
<w:LsdException Locked="false" Priority="46"
Name="List Table 1 Light Accent 1"/>
<w:LsdException Locked="false" Priority="47" Name="List Table 2 Accent 1"/>
<w:LsdException Locked="false" Priority="48" Name="List Table 3 Accent 1"/>
<w:LsdException Locked="false" Priority="49" Name="List Table 4 Accent 1"/>
<w:LsdException Locked="false" Priority="50" Name="List Table 5 Dark Accent 1"/>
<w:LsdException Locked="false" Priority="51"
Name="List Table 6 Colorful Accent 1"/>
<w:LsdException Locked="false" Priority="52"
Name="List Table 7 Colorful Accent 1"/>
<w:LsdException Locked="false" Priority="46"
Name="List Table 1 Light Accent 2"/>
<w:LsdException Locked="false" Priority="47" Name="List Table 2 Accent 2"/>
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<span style="font-family: inherit;"><span class="MsoHyperlink"><span style="line-height: 107%;"><span style="line-height: 107%;">I
will always keep an open mind and allowance of new evidence which will warrant
further enquiry, which may form a new updated hypothesis in the future.<br /><br />Thank you for reading and caring! </span></span></span><br /></span><span class="MsoHyperlink"><span style="font-family: "times new roman" , serif; font-size: 12pt; line-height: 107%;"><span style="font-family: "times new roman" , serif; font-size: 12pt; line-height: 107%;"><br /></span></span></span></div>
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Mark Conlonhttp://www.blogger.com/profile/16886787125931324069noreply@blogger.com0tag:blogger.com,1999:blog-21091296366336430.post-29323956441607361582020-01-24T19:07:00.007+00:002024-03-13T21:13:12.738+00:00The Naudet Disappearing and Reappearing Wing Study <div style="text-align: center;"><span style="font-family: inherit;">By Mark Conlon</span></div>
<div style="text-align: center;">
<span style="font-family: inherit;"><br /></span></div>
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<span><span style="font-family: inherit;">In this short analysis I am studying an anomaly captured in 12 frames taken from the Naudet Brothers video footage of the "alleged" 2nd plane just before it impacted the South Tower. In the video footage it captures the plane's wing disappearing for 6 of the 12 video frames. See below:</span></span></div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh6y3ISvQ02j-csX3Ok8zlwxuRH1DxahTRy-XUguLzrm7cDVLhWNr9sq-s0wUFQbdsQrtE0LC_D19CKGOF0O3bINO1_5jTZTY1BgMvIWblldW7Lj8OJeyyEI0xHLX1p0_3044Ij2vxajA/s1600/Naudet+14+Frames+2nd+Plane+Wing+Analysis2A.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="1122" data-original-width="1266" height="354" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh6y3ISvQ02j-csX3Ok8zlwxuRH1DxahTRy-XUguLzrm7cDVLhWNr9sq-s0wUFQbdsQrtE0LC_D19CKGOF0O3bINO1_5jTZTY1BgMvIWblldW7Lj8OJeyyEI0xHLX1p0_3044Ij2vxajA/w400-h354/Naudet+14+Frames+2nd+Plane+Wing+Analysis2A.jpg" width="400" /></a></div>
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<div class="post-title entry-title" itemprop="name">
<span><span style="font-family: inherit;"><span><span>Some
researchers believe that video compression is responsible for the plane's
wing disappearance, while others say it is because of the reflection of the sun light off the wing. I explore this more in my two previous blog articles here: </span></span><span><span><a href="http://mark-conlon.blogspot.com/2018/07/the-disappearing-and-reappearing-wing.html">The Disappearing and Reappearing Wing Study</a> and <a href="http://mark-conlon.blogspot.com/2019/12/the-disappearing-wing-study.html">The Disappearing Wing Study (2)</a></span></span></span><br /></span>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjIXUe8POLx1Kjj2fbXYcgQ_eEzeoHugI3hG_sDU8CmSpV2vwaU8TDZ6zKAoJAxREIOfQmacHnXK-FUO4mnSrMdYlzAZQYCG9ySymjbNLm3NdH5MR0ojS0wXWIFp6dzNe7F0-OcwDVMsA/s1600/Missing+Wing+Study+Analysis1.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="1330" data-original-width="1314" height="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjIXUe8POLx1Kjj2fbXYcgQ_eEzeoHugI3hG_sDU8CmSpV2vwaU8TDZ6zKAoJAxREIOfQmacHnXK-FUO4mnSrMdYlzAZQYCG9ySymjbNLm3NdH5MR0ojS0wXWIFp6dzNe7F0-OcwDVMsA/w395-h400/Missing+Wing+Study+Analysis1.jpg" width="395" /></a></div>
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<span style="font-family: inherit;"><span><span>I demonstrate that from other different video camera locations which captured the same anomaly, however in some videos the plane's wing is only disappearing for one frame only, whereas in higher quality video cameras such as the one the Naudet Brothers used the plane's wing is captured disappearing for 6 frames. This does make me question whether this was the reason </span></span><span>why we have
never seen any professional news camera crew footage of the 2nd plane from
the ground? Were the news media camera teams kept away in case they
captured more anomalies like this of the plane in their higher quality
video recording equipment, which would have shown more detail of the anomalies with the plane?</span><br />
<br />
<span>It is interesting to note, that a number of eyewitnesses that witnessed the 2nd airplane describe it as exactly what we see in the Naudet analysis image below: (a smaller looking airplane). </span></span><br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiXwBXqwVBMlt_GiS9ffqr_4CMwPsVZ42J1P1IaOD19lcJ7Yp62oiGf5qWVdobVtZNG_NIr22ukE1yTMCSYBH09Y40Sm7b1MYohV2RHbiS5FPn9hwVEPQ8uXqdXo2vKyE8RkLmA7J5Tyw/s1600/naudet+4.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="286" data-original-width="380" height="300" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiXwBXqwVBMlt_GiS9ffqr_4CMwPsVZ42J1P1IaOD19lcJ7Yp62oiGf5qWVdobVtZNG_NIr22ukE1yTMCSYBH09Y40Sm7b1MYohV2RHbiS5FPn9hwVEPQ8uXqdXo2vKyE8RkLmA7J5Tyw/w400-h300/naudet+4.jpg" width="400" /></a><br /><br /></div>
<span style="font-family: inherit;"><span>"<i>We saw a plane flying low overhead which caught all of our attention.
We looked up. It was making a b-line for the World Trade Centre. It was
very low, extremely low, not a big plane like an airliner …uh… but not a
tiny propeller plane, a small, small jet plane.</i>"- Credited to: Mary
Cozza</span><br />
<span><br /></span><span>“<i>We’re walking the dogs and we saw a plane flying really low, a jet, a
small jet, and it flew directly into the World Trade Center..</i>”- Credited
to: (news report) </span><br />
<br />
<span>“<i>I saw it come up from the left, and I saw the plane coming through to
the building, go inside, a small plane….no, no, it was plane, you know,
like they teach the people to pilot a plane, a small plane, you know, it
was that kind of plane…, and I never saw that plane before. It's like
something, I don't know, it's like they worked with the motors, I never
saw a plane like that before</i>”- Credited to: Karim Arraki</span><br />
<br />
<span>"<i>At that point we were still not sure that it was a plane that had hit
the tower. There was some talk from the civilians coming down that a
plane hit. The consensus was that it was a small plane.</i>"- Credited to:
Roy Chelson <br /></span></span><b style="font-family: inherit;"><br />The Complete Impossibility of Video Fakery, CGI Planes & Video Compositing...</b></div>
<div style="text-align: left;">
<span><span style="font-family: inherit;"><b> </b><br />
Many researchers attempt to explain many of these anomalies suggesting that the planes were inserted CGI graphic planes or composited planes into
the TV media footage or the amateur video footage later. A question I have regarding this theory is: Why would the
perpetrator's insert CGI planes which were NOT convincing enough or full
of glitches? This is illogical. Also another difficulty is, how did they control all of
the eyewitnesses in NYC of those who witnessed a planes hitting the
buildings, and please note, before even seeing anything on TV or media
coverage? I believe this would be impossible. At the same time we are yet to see any videos put into the
public domain showing no plane at all in the video footage. One would
think at least one video slipped through the net over the last 18 years and surfaced
on the internet on at a public gathering. No matter what anybody tells you their are
reliable witnesses who seen what they took to be a plane in the sky. The "video fakery" promoters never confront this
issue, only to make empty accusations calling all the eyewitnesses,
videographers and photographers liars, crisis actors or part of the conspiracy. They provide no credible evidence to support their "bogus"
claims.</span></span></div>
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<span style="font-family: inherit;"><br /></span></div>
<div style="text-align: left;">
<span><span style="font-family: inherit;"><b>Image Projection Technology</b></span></span></div>
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<div style="text-align: left;">
<span style="font-family: inherit;"><br />
<span><span>As many may know we have already established with research by<a href="https://youtu.be/UW62q8XiVp4" target="_blank"> Richard D. Hall and his 3D Radar Analysis</a>, Andrew Johnson, Chris Hampton, Conspiracy Cuber and myself, that the planes on 9/11 were most likely the result of some type of advanced "image projection" technology
which were videoed and photographed by various eyewitnesses in NYC and also used at the Pentagon and Shanksville. However this technology was not without faults as captured in the 2nd plane videos, such as the crash physics and anomalies with its wings and tail section. From my own research I have already demonstrated that various 9/11 researchers are <i>"falsely" </i>promoting
"video fakery" as the answer to many of the anomalies captured in the
2nd plane impact videos. The promotion of "video fakery" was a clever
"Psychological Operation" which was circulated to "cover-up" the
existence of the "<i>advanced</i>" image projection technology. It has
been the aim by those 9/11 researchers to promote this "false" explanation to
conceal such technology.</span></span></span></div>
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<span style="font-size: small;"><span style="font-family: inherit;"> </span></span></div><div style="text-align: left;"><div style="text-align: left;">
</div>
<div style="text-align: left;">
<span><span style="font-family: inherit;">For further study in this area, I suggest watching the above documentary film by Chris Hampton: <a href="https://www.bitchute.com/video/iBAOMd2UMh4k/" target="_blank">9/11 Alchemy "Facing Reality"</a>. </span></span></div>
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Mark Conlonhttp://www.blogger.com/profile/16886787125931324069noreply@blogger.com0tag:blogger.com,1999:blog-21091296366336430.post-21097726390196756732020-01-08T18:36:00.009+00:002024-03-13T21:13:10.583+00:00Disinformation Comments "Setting The Record Straight" <!--[if gte mso 9]><xml>
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<span><span style="font-family: inherit;"><span><span><span style="line-height: 107%;">It is with great angst that I have to write this short
blog post, however it is necessary in order to set the record straight
regarding false information which is being attributed to me by AnneBeck58 (Anne
Beckett) in relation to the 9/11 airplanes
research I have conducted. </span></span></span><br />
<br />
</span><span><span><span style="line-height: 107%;"><span style="font-family: inherit;">I came across the comments on the 5<sup>th</sup>
January 2020 by Anne Beckett on this website here: <span class="MsoHyperlink"><span style="text-decoration: none; text-underline: none;"><a href="http://incamera.info/"><span style="text-decoration: none; text-underline: none;">http://incamera.info</span></a></span></span></span>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhZkKzc5Jf9jF0Cg-1Fj-d_YpoZSoHUQb7q5b5eXZcYob_Va4MhBBI6YTas8lf_eeDugLZPWkBrfSqEtud-Ii88MiPmlF9Y7nWiIXGzsQ_TlTVrYuyme7BaIHR4xe4TnrVwVztn7PsE5A/s1600/Screenshot_20200104-201704_Samsung+Internet.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="1600" data-original-width="900" height="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhZkKzc5Jf9jF0Cg-1Fj-d_YpoZSoHUQb7q5b5eXZcYob_Va4MhBBI6YTas8lf_eeDugLZPWkBrfSqEtud-Ii88MiPmlF9Y7nWiIXGzsQ_TlTVrYuyme7BaIHR4xe4TnrVwVztn7PsE5A/s400/Screenshot_20200104-201704_Samsung+Internet.jpg" width="225" /></a></div>
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<span><span><span style="font-family: inherit; line-height: 107%;"><b>AnneBeck58 writes about me</b> </span></span></span></div>
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<span style="font-family: inherit;"><span><span><i><span style="line-height: 107%;">"He
seems to believe in (De’ak) missiles. I don’t know how he can go with any of
that and not only because silly Grandpa =Yankee yammers on about it, making no
sense at all".</span></i></span></span><span><span><span style="line-height: 107%;"> </span></span></span><br />
<br />
<span><span><span style="line-height: 107%;"><b>My Response To This Claim</b> </span></span></span><br />
<br />
<span><span><span style="line-height: 107%;">This is inaccurate, I have never supported Steve De’ak’s
“multiple missiles” theory. It is well documented by myself and Steve De’ak
that we do not share the same interpretations of the airplane crash evidence. In fact we have had several disputes with each other in the past which is documented on Steve's website. </span></span></span></span></div>
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<span style="font-family: inherit;"><br />
<span><span><span style="line-height: 107%;">For Anne Beckett to align my research with Steve
De’ak’s is a misrepresentation of my research. I have never suggested
“multiple missiles” were involved at any of the airplane crash events. This is also reflected in all the research I
did for Chris Hampton’s film - <a href="https://www.bitchute.com/video/iBAOMd2UMh4k/" target="_blank">9/11 Alchemy “Facing Reality”</a>.</span></span></span></span></div>
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<span><span><span style="font-family: inherit; line-height: 107%;">Anne Beckett also claimed in her comments that I was “extremely”
rude to her. Anyone who knows me will know this to be untrue. I was not rude to
Anne Beckett, challenging her assumptions yes, but not rude, even despite her condescending nature
towards me during our conversation, whereby she showed no interest or respect for
my knowledge in this area of 9/11 studies, publishing over 50 articles along with
the various interviews I have done with Richard D. Hall, Unite Planet and
my contributions in the 9/11 Alchemy “Facing Reality” film. Perhaps if she had bothered to read my blogs or watch the film she would know my position on the matter. Anne Beckett failed
to provide me with any links to her own research after several times of
me asking, whereby she cut-off the conversation abruptly unfortunately, or conveniently for her. </span></span></span></div>
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<span><span><span style="font-family: inherit; line-height: 107%;">It is interesting in further comments she made how Anne Beckett
claims she heard Andrew Johnson “<i style="mso-bidi-font-style: normal;">talking
about it in not the kindest manner</i>”.<br /><br /></span></span></span></div>
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<span style="font-family: inherit;"><span><span><span style="line-height: 107%;"><span style="line-height: 107%;">In her comment Anne Beckett is implying that Andrew Johnson is making reference to myself
and Steve De’ak. This is untrue. She has falsely linked me to De’ak’s “multiple missile” theory as though Andrew was commenting about myself and Steve De'ak. </span></span></span></span><span><span><span style="line-height: 107%;">Andrew Johnson knows very well my personal position regarding
Steve De’ak’s “multiple missile” theory, that I do not, or ever have in the
past or present supported the use of “multiple missiles” on 9/11. </span></span></span><span><span><span style="line-height: 107%;">For Anne Beckett to suggest Andrew Johnson was talking
about myself when possibly making reference to Steve De’ak's theory is grossly inaccurate, but more importantly misquoting Andrew Johnson himself. I suggest Anne
Beckett should apologise to Andrew Johnson for using his name inaccurately in
her comment above. I am sure Andrew wouldn’t appreciate the inaccurate implication she is making about his comment inferring about myself, when in reality Andrew was most likely talking about De'ak alone<b>.</b> </span></span></span><b><span><span><span style="line-height: 107%;"> </span></span></span></b></span></div>
<span style="font-family: inherit;"><br />
<b><span><span><span style="line-height: 107%;">My Official Position</span></span></span></b><br />
<br />
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<span><span style="font-family: inherit;"><span><span><span style="line-height: 107%;">I have never supported the idea or theory that “multiple
missiles” were involved in the 9/11 airplane crashes. I have pondered the use of a missile that could be cloaked with an airplane image around it, however a missile would not make an airplane shaped hole in a building or ground. So I have believed something more would have been at play to create the airplane shaped holes. I tend to use the term "delivery system" in my later research, not missile as this is biasing what I am observing in the video and photographic evidence. I have learnt since that the military use the term "delivery vehicles". </span></span></span><br />
<br />
<span><span><span style="line-height: 107%;">I cannot rule out the use of a single “delivery vehicle” projecting
a cloaked image projection around itself of an airplane flying through the sky which was not
always convincing depending on which angles and locations people were observing, photographing and videoing the airplane, or whether some type of magnetic field interference affected the image projection
itself (as Chris Hampton suggests in his film), because of the anomalous issues (missing wings and tail section) of the projected image as the airplane gets
closer to the WTC South Tower. Also to be considered, is whether the high quality
video cameras captured the airplane image projection midway to being drawn due
to the varying shutter speeds of the video cameras as seen in the Luc Courchesen video and also the second
hit Naudet video, where 6 frames shows the missing wing, which was also captured in
other videos and from different angles. </span></span></span></span><br /></span>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjs3U7mmEAjaHr4n64-q5iu4dbjvEXDvVKChEmzuZrVEQGc48Hr8PzBT5_0gRUsa2Y_rJwXg3EXUgiRydKq7tCfjFbPdzMZ-xrwCgVA8uja6bQ2LU5_PL5pIaOLYdqs5U_qUL4e1cJ2pg/s1600/naudet2.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="906" data-original-width="960" height="377" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjs3U7mmEAjaHr4n64-q5iu4dbjvEXDvVKChEmzuZrVEQGc48Hr8PzBT5_0gRUsa2Y_rJwXg3EXUgiRydKq7tCfjFbPdzMZ-xrwCgVA8uja6bQ2LU5_PL5pIaOLYdqs5U_qUL4e1cJ2pg/w400-h377/naudet2.jpg" width="400" /></a></div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiXwBXqwVBMlt_GiS9ffqr_4CMwPsVZ42J1P1IaOD19lcJ7Yp62oiGf5qWVdobVtZNG_NIr22ukE1yTMCSYBH09Y40Sm7b1MYohV2RHbiS5FPn9hwVEPQ8uXqdXo2vKyE8RkLmA7J5Tyw/s1600/naudet+4.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="286" data-original-width="380" height="300" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiXwBXqwVBMlt_GiS9ffqr_4CMwPsVZ42J1P1IaOD19lcJ7Yp62oiGf5qWVdobVtZNG_NIr22ukE1yTMCSYBH09Y40Sm7b1MYohV2RHbiS5FPn9hwVEPQ8uXqdXo2vKyE8RkLmA7J5Tyw/w400-h300/naudet+4.jpg" width="400" /></a></div>
<br />
<span><span><span><span style="font-family: inherit; line-height: 107%;">I also cannot rule out the possibility that there was external
locations were the airplane image was being broadcast/projected from, meaning that there
was nothing actually in the sky apart from a projected image of the airplane
heading towards the WTC Towers. I can to some degree show evidence of field
interference at all 4 airplane crash events and 3 crash sites, indicating
the use of directed energy to create the airplane holes in the WTC buildings,
Pentagon Building and in the ground at Shanksville which is highlighted in the
- 9/11 Alchemy “facing Reality” film, especially in relation to the flashes,
<span style="font-family: inherit;">magnetometer data, seismic disturbances and water features installed at the 3 crash
sites.</span></span></span></span><span style="font-family: inherit;"><br /></span></span><div class="separator" style="clear: both; text-align: center;"><span style="font-family: inherit;"><br /></span></div></div><div class="MsoNormal">
<span style="font-family: inherit;"><span><span><span style="line-height: 107%;">I compared the airplane crash holes damage at the
WTC towers to the “Hutchison Effect” (also ‘Conspiracy Cuber’ did) along
with other “Blooming Effects” captured on the morning news regarding the formation of holes that appeared in the road in New York, before the event
itself happened, something which Anne Beckett attempted to take ownership of during our
conversation, although she didn’t realise (I don’t believe) at that point it
was myself who actually made this discovery and connection to the Hutchison
Effect, which I posted in Andrew Johnson’s 9/11 Facebook Group, and was included
in Chris Hampton’s film in August 2018, whereby I produced image comparisons
inset for use in his film. I did ask Anne Beckett to provide me with links to her own research,
however she cut the conversation short at this point and I didn’t hear back from
her again afterwards.</span></span></span><b><span><span><span style="line-height: 107%;"> <br /></span></span></span></b><span><span><span style="line-height: 107%;"><span> </span></span></span></span><br />
<b><span><span><span style="line-height: 107%;"><span>Conclusion</span></span></span></span></b><br />
<br />
<span><span><span style="line-height: 107%;"><span>I</span> can only conclude that this was an attempt by Anne
Beckett to spread disinformation about my research position, and ostensibly blacken my
character for some reason judging by her comments she has made. It also appears she was trying to caused division, or imply division between myself and Andrew Johnson. This is a common pattern of behaviour I have experienced in the past, due to the nature of the research I am conducting
into the airplane crashes and image projection technology. It is an
interesting note: Anne Beckett is a supporter of “video fakery” which was a
major Psychological Operation (Psy-Op) which I exposed and is something that I have written about extensively on my blog, and those promoting it,
which I demonstrated how it was used to conceal and misdirect people away from the image projection technology that was involved, which I
am trying to expose which created the illusions of the airplanes in the sky at all 4
airplane crash events on 9/11. </span></span></span></span></div>
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Mark Conlonhttp://www.blogger.com/profile/16886787125931324069noreply@blogger.com0tag:blogger.com,1999:blog-21091296366336430.post-19791836747753612292019-12-04T23:01:00.008+00:002024-03-13T21:13:07.539+00:00Photos: From the Ferry in Battery Park<div style="text-align: center;"><span style="font-family: inherit;">By Mark Conlon</span></div>
<div style="text-align: center;">
<span style="font-family: inherit;"><br /></span></div>
<div style="text-align: left;"><span style="font-family: inherit;">
It has been claimed by many 9/11 researchers in the past and present, that no other people's photos exist or have been produced from the same location of Michael Hezarkhani or Carmen Taylor. This is simply incorrect. It is an established fact that both <a href="https://mark-conlon.blogspot.com/2014/01/flight-175-and-truth-about-truth-in-7.html">Michael Hezarkhani and Carmen Taylor were situated on the top deck of a ferry in Battery Park</a> during the second airplane impact into the South Tower.</span></div>
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<span style="font-family: inherit;"><br /></span></div>
<div style="text-align: center;"><span style="font-family: inherit;">
Photo: Carmen Taylor</span></div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjmB6bjD2-y9mkSPTyc-fL8UTlQYVXLEYJphMCY7p3ArLFyVdkDPcDUuJrNicW7kQDJSD6ajEGcqcs5NjZEdNr8ypgLEYCMcxRdO8xz31CYQJS_crJW90BXfFOwfmapOs8Ulu1sjTPRTQ/s1600/CarmenTaylor_Mvc-020s.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="480" data-original-width="640" height="300" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjmB6bjD2-y9mkSPTyc-fL8UTlQYVXLEYJphMCY7p3ArLFyVdkDPcDUuJrNicW7kQDJSD6ajEGcqcs5NjZEdNr8ypgLEYCMcxRdO8xz31CYQJS_crJW90BXfFOwfmapOs8Ulu1sjTPRTQ/w400-h300/CarmenTaylor_Mvc-020s.jpg" width="400" /></a></div>
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<div style="text-align: center;"><span style="font-family: inherit;">
Video Still Image: Michael Hezarkhani</span></div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgrqgF7odqubFDZNYEaiFCLJeLH0HI4nzrM6ddZpYrj-dzG5uGGnwJUYlHxVqKK0yCoXbudhIX7LxEhWZtO6PaTsFwdy75_BYXkHKnv_6YJ2wUEEwcj5Q7OOycO1eIXot0D9Jaa0wDVRw/s1600/nist.hezarkhani.vid.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="255" data-original-width="320" height="319" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgrqgF7odqubFDZNYEaiFCLJeLH0HI4nzrM6ddZpYrj-dzG5uGGnwJUYlHxVqKK0yCoXbudhIX7LxEhWZtO6PaTsFwdy75_BYXkHKnv_6YJ2wUEEwcj5Q7OOycO1eIXot0D9Jaa0wDVRw/w400-h319/nist.hezarkhani.vid.jpg" width="400" /></a></div>
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<br /><span style="font-family: inherit;">
I am going to share two other people's photos which were taken just after the second airplane impacted the South Tower. The photos were captured by John McCaskill and Sara Jones. </span></div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh0l250SIHDRrd9_S5U8lrLiGDtf-BKpwQ3SEftIGrNbkNzazHTRrfTeowXAEJ69oxuyKeIyQQiQRlAQN_iy8hwm0lsDQzWD8N-HxCMltcuv68qZK8Lxrh0SZVXE3KpMua5enKtleIa5Q/s1600/John+McCaskill+%2526+Sara+Jones.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="311" data-original-width="749" height="165" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh0l250SIHDRrd9_S5U8lrLiGDtf-BKpwQ3SEftIGrNbkNzazHTRrfTeowXAEJ69oxuyKeIyQQiQRlAQN_iy8hwm0lsDQzWD8N-HxCMltcuv68qZK8Lxrh0SZVXE3KpMua5enKtleIa5Q/w400-h165/John+McCaskill+%2526+Sara+Jones.jpg" width="400" /></a></div>
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<div style="text-align: left;"><span style="font-family: inherit;"><span>
Judging by Sara Jones' photo she captured the top of a person's head/hair. Also similar to Carmen Taylor who also captured the top of a person's head/hair. It appears both Sara Jones and Jack McCaskill were located on a lower level of the ferry boat compared to both Carmen Taylor and Michael Hezarkahni. I think this debunks Killtown's theory that no other people were on the ferry boat with cameras.<br />
<br />
<b>Update: 5th March 2020</b><br />
<br />
<a href="https://www.youtube.com/watch?v=HltyY7ZMSik">911AnalysisVideo's YouTube Channel</a> posted two new Battery Park ferry boat photos. See below:</span><br /></span><div class="separator" style="clear: both; text-align: center;"><span style="text-align: left;"> </span></div>
<div style="text-align: left;"><span style="font-family: inherit;">
The photos were taken by Ritsu(Risa Hirayama) and posted at her Instagram profile: She wrote: “<i>Today is 9.11 Memorial Day. This picture took by me 9/11 2001 from Battery park. I'm so scary that bring back to memory that days happened.”</i> <a href="https://www.instagram.com/p/s09lu6AHvt/">https://www.instagram.com/p/s09lu6AHvt/</a> </span></div>
<div style="text-align: left;">
<a href="https://www.youtube.com/watch?v=HltyY7ZMSik"><span style="font-family: inherit;">(Information Provided By 911AnalysisVideo)</span></a></div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhPBMrn2UpcAT4P-rTc5RyzMy57BLmAOW7w8JWPxhK6IQ_YHGd_PYrvMh9dy-EAfcG_5ED2O_0q3ETodYSoWL_VeFX5RB6Tv76PpiUMyqjrTUbPyMyRL7Rto_j4A87W7nIVfzsKKtjKCA/s1600/WTC2+images.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="600" data-original-width="599" height="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhPBMrn2UpcAT4P-rTc5RyzMy57BLmAOW7w8JWPxhK6IQ_YHGd_PYrvMh9dy-EAfcG_5ED2O_0q3ETodYSoWL_VeFX5RB6Tv76PpiUMyqjrTUbPyMyRL7Rto_j4A87W7nIVfzsKKtjKCA/w399-h400/WTC2+images.jpg" width="399" /></a></div>
<br /><span><span style="font-family: inherit;">
Also watch my <a href="http://mark-conlon.blogspot.com/2017/12/setting-record-straight-about-michael.html">"Setting The Record Straight About The Michael Hezarkhani Video"</a> analysis, where I discuss some of the false information that has been circulated about the Michael Hezarkahni video.</span><br /></span>
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Mark Conlonhttp://www.blogger.com/profile/16886787125931324069noreply@blogger.com0tag:blogger.com,1999:blog-21091296366336430.post-9216809965987504902019-06-24T20:10:00.011+01:002024-03-13T21:13:05.430+00:00Revealing Facts About Simon (Shack) Hytten's Background<div class="channel-videos-text" style="text-align: center;"><span style="font-family: inherit;">
By Mark Conlon</span></div>
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</div>
<div class="channel-videos-text">
<span><span style="font-family: inherit;"><br />
In September 2013 I posted a blog showing how Markus Allen (a 'video fakery' promoter) put-out a video claiming the Michael Hezarkhani video had a CGI glitch contained in it, when the airplane's wing passed behind a building in the foreground. This turned-out to be false, and I demonstrated why in <a href="http://mark-conlon.blogspot.com/2018/09/disinformation-in-flight-175-rare-video.html">this blog post</a>. Following-on in January and July 2014, I also wrote two more blogs showing how Markus Allen's other two claims were false about the Michael Hezarkhani video, <a href="http://mark-conlon.blogspot.com/2014/07/markus-allens-disappearing-buildings-on.html">where he claimed buildings were missing</a>, in the video and the <a href="http://mark-conlon.blogspot.com/2014/01/flight-175-and-truth-about-truth-in-7.html">location where Michael Hezarkhani took his video didn't exist</a>. I demonstrated thoroughly how this was not true. </span><br /><br /></span></div><div class="channel-videos-text"><span><div class="separator" style="clear: both; font-family: times; font-size: large; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhv1vtCeimGzFvcbvAlCw2vnlG6iYBLIT6Gbf2rapwQmsaUuAgmdFwGP0hVbiew2aqYdR5Dm-5PdQxcDo__sUgwIfmlizum2c9WqOXVnC3RH7PTdMDH4w2s3redQ7orTIDx1njC-vH0-g/s844/MAVSS.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="460" data-original-width="844" height="217" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhv1vtCeimGzFvcbvAlCw2vnlG6iYBLIT6Gbf2rapwQmsaUuAgmdFwGP0hVbiew2aqYdR5Dm-5PdQxcDo__sUgwIfmlizum2c9WqOXVnC3RH7PTdMDH4w2s3redQ7orTIDx1njC-vH0-g/w400-h217/MAVSS.jpg" width="400" /></a></div><br /><span style="font-family: inherit;">In this revealing exchange between Markus Allen
and Simon (Shack) Hytten, the maker of the September Clues film 2007-8, in the interview he admits to having done work for the European Space
Agency. This is revealing because of other interesting family members connections they have. For example, Shack's brother Mario, was a racing car driver and was sponsored by
the brother of Osama Bin Laden, and Shack's father worked for the United Nations (UN). Is this just a coincidence? The interview can be found here: </span></span><span style="font-family: inherit;"><a href="https://www.bitchute.com/video/qTCxMpWiL1ah/">https://www.bitchute.com/video/qTCxMpWiL1ah/</a></span></div><div class="channel-videos-text">
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Mark Conlonhttp://www.blogger.com/profile/16886787125931324069noreply@blogger.com0tag:blogger.com,1999:blog-21091296366336430.post-3143273908214830932018-12-28T15:31:00.007+00:002024-03-13T21:13:02.465+00:00The NORAD tapes are proof 'Delta 89' was not 'Delta 1989' on 9/11.<div class="separator" style="clear: both; text-align: center;">
</div>
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<div style="text-align: center;"><span style="font-family: inherit;">By Mark Conlon</span><span><span style="font-family: times; font-size: medium;"><br /><br /></span><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgpRnDy26GfRSoIe_-50f582fH-kuO3x4jO6P0tcloD4qPEaAjagLq7K9_btZwUoCmZ1LWZW2JllQ16fRJBTAZDFbDuNBVzSkHz5rhkRpKntoVExXpaLr6baGgTSyKnPjdR6p85zep1X0OIw43UThGVXpU1yXQ9UiSy6PRU5TD003rTkmJZSV87c4xZOw/s493/image.webp" style="font-family: times; margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="289" data-original-width="493" height="188" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgpRnDy26GfRSoIe_-50f582fH-kuO3x4jO6P0tcloD4qPEaAjagLq7K9_btZwUoCmZ1LWZW2JllQ16fRJBTAZDFbDuNBVzSkHz5rhkRpKntoVExXpaLr6baGgTSyKnPjdR6p85zep1X0OIw43UThGVXpU1yXQ9UiSy6PRU5TD003rTkmJZSV87c4xZOw/s320/image.webp" width="320" /></a><br /><span style="text-align: left;"><br /><br /><div style="text-align: left;"><span style="font-family: inherit;">Source of this article:<br /></span><a href="http://911woodybox.blogspot.com/2009/06/delta-89-code-7112-faker-hijack.html"><span style="font-family: inherit;">http://911woodybox.blogspot.com/2009/06/delta-89-code-7112-faker-hijack.html</span></a></div></span></div></span></div><div class="MsoNormal" style="text-align: left;"><span><br /><span style="font-family: inherit;">Three minutes after the Pentagon was hit, a strange aircraft
with call sign "Delta 89" popped up on the radar screens of air defence
Commander Kevin Nasypany's crew. It signaled a hijacking and was tracked by
NEADS for three minutes before it suddenly disappeared again.</span></span></div>
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<span style="font-family: inherit;"><br /></span></div>
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<div class="MsoNormal" style="text-align: left;"><span style="font-family: inherit;">
In the “official” story, Delta 89 doesn't exist.
Better to
say, for the 9/11 Commission as well as authors Michael Bronner and Lynn
Spencer ("Touching History"), the plane tracked by NEADS as Delta 89
was in
fact Delta 1989, and nothing more than a case of sloppy communication,
however, this is impossible. It is easy to show that, apart
from the different call sign, Delta 89's transponder code, flight plan
and
flight path differed from Delta 1989. The evidence is present on the
NORAD
tapes, a source of impeccable authenticity because you can virtually
look over
the shoulder of NEADS technicians while they're tracking Delta 89 on
their
displays. </span></div>
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To demonstrate why Delta 89 was not identical with
Delta
1989, I shall go through the NORAD tapes step by step and comment on
them, however before starting the analysis, we need to get a rough
understanding how NEADS
radar works, as it is quite different from the FAA radar. Lynn Spencer
explains in
her book "Touching History" (Pg.32).</span></div>
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<span style="font-family: inherit;"><br /></span></div>
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</div>
<div class="MsoNormal" style="text-align: left;"><span style="font-family: inherit;">
Slow and cumbersome, and not nearly as user friendly as more
modern equipment, the NEADS monochromic radar displays are not designed to take
internal FAA radar data or to identify radar tracks originating from inside the
United States. The system offers little, if any, such low-level coverage over
the country.</span></div>
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<span style="font-family: inherit;"><br /></span></div>
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</div>
<div class="MsoNormal" style="text-align: left;"><span style="font-family: inherit;">
Their radar scopes are filled with hundreds of radar returns
not just from aircraft but from weather systems, ground interference. and what's
called anomalous propagation - false returns caused by conditions in the
atmosphere, or by such obstruction as flocks of birds.</span></div>
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<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="text-align: left;">
</div>
<div class="MsoNormal" style="text-align: left;"><span style="font-family: inherit;">
So the NEADS radar screen is filled with countless radar
blips from planes - without the identifying data block common to FAA radar,
however - as well as irregular radar returns. Only on special occasions like
emergency cases, a plane's blip is highlighted and provided with a data tag.
Lynn Spencer (Pg. 25/26).</span></div>
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</span></div>
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</div>
<div class="MsoNormal" style="text-align: left;"><span style="font-family: inherit;">
Pilots have three special transponder codes that they can
dial in: 7500 for hijacking, 7600 for loss of radio, and 7700 for other
emergencies. Any of them will cause the airplane's tag to light up on his radar
screen, but he doesn't see any such tag.</span></div>
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<span style="font-family: inherit;"><br />
Now we are ready to start with the analysis. The complete
transcripts are here. It is highly recommended to listen to the "original" audio
file of the following channels (scroll forward to the respective time).</span></div>
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Channel 4 - 1:14:00</span></div>
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Channel 7 - 1:09:00</span></div>
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Channel 21 - 1:09:00</span></div>
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<span style="font-family: inherit;"><br /></span></div>
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<span style="font-family: inherit;"><span style="mso-spacerun: yes;"></span>(Channel 7)</span></div>
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</span></div>
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<div class="MsoNormal" style="text-align: left;"><span style="font-family: inherit;">
9:39:31 Colin Scoggins, Boston Center military. Hijacked
aircraft Delta nineteen eighty-nine. I give you the code 1304, presently due
south of Cleveland, heading westbound, destination Las Vegas. And is this one a
hijack, Sir? We believe it is. Didn't it squawk hijack? We don't umm...I don't
know - it's squawking 1304 if you want to crank him up. 767, altitude 350.
Where did it take-off? Out of Boston. We're trying to get a tail number on that
if you want to get someone up.</span></div>
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<span style="font-family: inherit;"><br /></span></div>
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<div class="MsoNormal" style="text-align: left;"><span style="font-family: inherit;">
90 seconds before Delta 89 appears on stage, NEADS receives
a verbal message from Colin Scoggins, the military liaison controller at Boston
Center, regarding Delta 1989. The message is affirmed with professional calm.
NEADS knows now that one of the many anonymous radar blips near Cleveland is a
possible hijack. Note that Scoggins is wrong on the destination of Delta 1989:
that was Los Angeles, not Las Vegas.</span></div>
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</span></div>
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(Channel 4)</span></div>
<div class="MsoNormal" style="text-align: left;"><span style="font-family: inherit;">
</span></div>
<div class="MsoNormal" style="text-align: left;">
</div>
<div class="MsoNormal" style="text-align: left;"><span style="font-family: inherit;">
9:41:00 - Delta 89 is a hijack, they think it's a hijack,
south of Cleveland, we have a code on him now</span></div>
<div class="MsoNormal" style="text-align: left;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="text-align: left;"><span style="font-family: inherit;">
9:41:05 - Good! Pick it up! Find it!</span></div>
<div class="MsoNormal" style="text-align: left;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="text-align: left;"><span style="font-family: inherit;">
9:41:05 - Another one. I hear someone going from Boston going
to Las Vegas - another one</span></div>
<div class="MsoNormal" style="text-align: left;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="text-align: left;"><span style="font-family: inherit;">
9:41:13 - Eight-nine. Boeing 767 Boston-Las Vegas. Another one
- same place - Las Vegas</span></div>
<div class="MsoNormal" style="text-align: left;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="text-align: left;"><span style="font-family: inherit;">
In striking contrast to Delta 1989, the appearance of Delta
89 causes big excitement among the NEADS crew. It is echoed through all of the
channels. Lynn Spencer interprets this passage as a prompt reaction to
Scoggins's message, but there are several reasons why this cannot be the case.<br />
<br />
The different call sign: needless to say, transmitting the
correct call sign of an aircraft is an absolute must in aeronautic
communication. No air traffic controller would ever get the idea to abbreviate
a flight number by omitting the first two digits because that will
automatically lead to massive confusion.</span></div>
<div class="MsoNormal" style="text-align: left;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="text-align: left;">
</div>
<div class="MsoNormal" style="text-align: left;"><span style="font-family: inherit;">
"<i>We have a code on him now</i>" - obviously, the plane
has squawked a special emergency code that causes its blip to lighten up on the
NEADS radar displays - just as explained above. This is immediately noticed by
the NEADS crew and leads to their excited reactions. The data tag informs them
about the call sign (Delta 89), the flight plan (Boston-Las Vegas), the type of
the plane (Boeing 767) and the cause of the emergency: a hijacking.</span></div>
<div class="MsoNormal" style="text-align: left;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="text-align: left;"><span style="font-family: inherit;">
"<i>Another one - same place - Las Vegas</i>" - NEADS is
already aware of Delta 1989 which was reported 90 seconds ago by Colin
Scoggins. Now Delta 89 - "<i>another one</i>" - appears in the same
vicinity. So NEADS does not identify Delta 89 with Delta 1989, but views it as
a different plane. Delta 89's blip suddenly flashes on the NEADS
screens - making it easy to follow - and indicates a hijacking. In contrast,
Delta 1989's blip is not spotted yet. </span></div>
<div class="MsoNormal" style="text-align: left;"><span style="font-family: inherit;">
</span></div>
<div class="MsoNormal" style="text-align: left;"><span style="font-family: inherit;">
(Channel 21)
</span></div>
<div class="MsoNormal" style="text-align: left;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="text-align: left;"><span style="font-family: inherit;">
9:41:05 - Another one. I hear someone going from Boston going
to Las Vegas - another one</span></div>
<div class="MsoNormal" style="text-align: left;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="text-align: left;"><span style="font-family: inherit;">
9:41:30 - As before is one missing. Start a search. Range 53</span></div>
<div class="MsoNormal" style="text-align: left;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="text-align: left;"><span style="font-family: inherit;">
9:41:35 - 288 for 92 miles search only</span></div>
<div class="MsoNormal" style="text-align: left;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="text-align: left;"><span style="font-family: inherit;">
9:41:46 - I have a 280 for 97</span></div>
<div class="MsoNormal" style="text-align: left;"><span style="font-family: inherit;">
</span></div>
<div class="MsoNormal" style="text-align: left;"><span style="font-family: inherit;">
9:41:58 - I have a 287 for 97
</span></div>
<div class="MsoNormal" style="text-align: left;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="text-align: left;"><span style="font-family: inherit;">
9:42:23 - The two really close together. One used - one has a
code of 7112 - the one we are next to him</span></div>
<div class="MsoNormal" style="text-align: left;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="text-align: left;"><span style="font-family: inherit;">
To understand what's going on here, I cite Lynn Spencer again
(Pg. 32).</span></div>
<div class="MsoNormal" style="text-align: left;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="text-align: left;">
</div>
<div class="MsoNormal" style="text-align: left;"><span style="font-family: inherit;">
To identify American 11, the surveillance and ID techs must
go through a gruelling process. The technicians must first determine
which radar data on their screens is for aircraft, which they do by monitoring
its movement, which is distinctive for planes. The technician must observe for
at least 36 seconds to a minute just to confirm that a blip is in fact an
aircraft track. The tech must attach what's called a tactical display number to
it, which tells the computer to start tracking and identifying the target. If
the target is in fact a plane, then over a period of 12-20 seconds, the
computer will start to generate information on the track: heading, speed,
latitude, longitude, and the identifying information being transmitted by the
transponder.</span></div>
<div class="MsoNormal" style="text-align: left;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="text-align: left;">
</div>
<div class="MsoNormal" style="text-align: left;"><span style="font-family: inherit;">
The NEADS technicians start a "search" for Delta
89, described by Lynn Spencer as a gruelling process. But in contrast to
American 11, which had turned the transponder off, Delta 89 is tagged, enabling
them to curtail the procedure. In the course of the search, they detect two
planes "really close together" - Delta 89 and Delta 1989 -, and
obtain the squawk code of one of them: 7112. This is not Delta 1989's code,
which is 1304, so it must be the code of Delta 89. The first digit "7"
indicates that it's not the ID code of a usual civilian airliner - they never
begin with a 7. Instead, the 7 is reserved for emergency cases like 7500, 7600,
or 7700. By squawking 7112, Delta 89 manages to pop up on the NEADS radar
screens and signals a hijacking.</span></div>
<div class="MsoNormal" style="text-align: left;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="text-align: left;">
</div>
<div class="MsoNormal" style="text-align: left;"><span style="font-family: inherit;">
(Channel 4)</span></div>
<div class="MsoNormal" style="text-align: left;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="text-align: left;"><span style="font-family: inherit;">
9:42:43 - Indy Center? Indianapolis Center: Delta eight-nine
have you information on that aircraft? I want to give you a heads-up. This is
another hijacked aircraft, Boston to Las Vegas with a Mode 3 of 1304. We do
have contact. ((Repeats information)).</span></div>
<div class="MsoNormal" style="text-align: left;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="text-align: left;"><span style="font-family: inherit;">
9:43:04 - I give you a Lat-Long if you need that. Go ahead.
4121 North 08215 West. I'll give you a heads-up that's all we have right now,
but he's a confirmed hijack</span></div>
<div class="MsoNormal" style="text-align: left;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="text-align: left;"><span style="font-family: inherit;">
9:43:16 - (Indianapolis Center) We don't show him in our
system at this point - you are tracking him, you say? We have him on the radar,
Sir - he's headed your way. He's headed our way, okay.</span></div>
<div class="MsoNormal" style="text-align: left;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="text-align: left;"><span style="font-family: inherit;">
9:43:35 - (Indianapolis Center) Boston to L-A-S, right? L-A-X.
L-A-X? I've got Vegas, Sir, whatever Vegas says. L-A-S, okay, Las Vegas. Okay,
cause we don't show him in the system anywhere. Do you have Mode 3 capability
or anything? He's on a 1304 code? Okay, we bring that up.</span></div>
<div class="MsoNormal" style="text-align: left;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="text-align: left;"><span style="font-family: inherit;">
Now NEADS contacts Indianapolis Center to inform them that
Delta 89 is heading for their airspace. This is evidence that Delta 89 is flying
southwest- or southbound at that point because the boundary to Indianapolis
Center runs 40 miles south of Cleveland. In contrast, Delta 1989 never goes
south, and especially at 9:43, it is flying westbound (direction 285) according
to the Cleveland Center/Delta 1989 transcript:</span></div>
<div class="MsoNormal" style="text-align: left;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="text-align: left;"><span style="font-family: inherit;">
9:40:57 - (Lorain Radar) delta nineteen eighty nine fly
heading two eight five</span></div>
<div class="MsoNormal" style="text-align: left;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="text-align: left;"><span style="font-family: inherit;">
9:41:00 - (Delta 1989) two eight five delta nineteen eighty
nine </span></div>
<div class="MsoNormal" style="text-align: left;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="text-align: left;"><span style="font-family: inherit;">
The next radio transmission between Cleveland Center and
Delta 1989 occurs at 9:44am. In between, there is no order to change the
direction, which is proof that Delta 1989 is not heading towards Indianapolis
Center at 9:43am like Delta 89 (according to Stacia Rountree from NEADS). </span></div>
<div class="MsoNormal" style="text-align: left;"><span style="font-family: inherit;">
</span></div>
<div class="MsoNormal" style="text-align: left;">
</div>
<div class="MsoNormal" style="text-align: left;"><span style="font-family: inherit;">
Back to NEADS:</span></div>
<div class="MsoNormal" style="text-align: left;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="text-align: left;"><span style="font-family: inherit;">
(Channel 4)</span></div>
<div class="MsoNormal" style="text-align: left;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="text-align: left;"><span style="font-family: inherit;">
9:44:03 - Where did it go? Somebody dropped the aircraft. Who
dropped the aircraft? I DON'T KNOW!</span></div>
<div class="MsoNormal" style="text-align: left;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="text-align: left;"><span style="font-family: inherit;">
(Channel 21)</span></div>
<div class="MsoNormal" style="text-align: left;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="text-align: left;"><span style="font-family: inherit;">
9:46:25 - (?)52 on a 49 for 59 miles searching. We got a 1304
squawk this time</span></div>
<div class="MsoNormal" style="text-align: left;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="text-align: left;"><span style="font-family: inherit;">
9:46:53 - The 1304 guy. That's not the guy then</span></div>
<div class="MsoNormal" style="text-align: left;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="text-align: left;"><span style="font-family: inherit;">
At 9:44, Delta 89 is suddenly "lost". NEADS
doesn't know where it's gone and is unable to track it. Obviously the pilot has
turned off the transponder, making himself virtually invisible. The radar
technicians resume the search. At 9:46:25, they are able to identify an
eligible blip, but it's Delta 1989 this time. Their comment: "that's not
the guy then" - the 7112 guy they lost and were looking for.</span></div>
<div class="MsoNormal" style="text-align: left;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="text-align: left;">
<span><b><span style="font-family: inherit;">Now it's time to sum up the data:</span></b><br />
<br /></span></div>
<div class="MsoNormal" style="text-align: left;">
<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh_TxUgM4E0T0fIKmzFEi04VtMqa2Bp6jg8bWEu8bJz4P5l_Q8YPOjkYvvafdC9KjpuEU8k6FGYv2TdWeGk-SGJNjV5ye_l0Z3uJVq-MxDhTTeYgXa5T4NkNOZLlbDCfUywhBKi_LBzfw/s1600/Information.jpg" style="margin-left: 1em; margin-right: 1em;"><span style="font-family: times; font-size: medium;"><img border="0" data-original-height="270" data-original-width="905" height="117" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh_TxUgM4E0T0fIKmzFEi04VtMqa2Bp6jg8bWEu8bJz4P5l_Q8YPOjkYvvafdC9KjpuEU8k6FGYv2TdWeGk-SGJNjV5ye_l0Z3uJVq-MxDhTTeYgXa5T4NkNOZLlbDCfUywhBKi_LBzfw/s400/Information.jpg" width="400" /></span></a></div>
</div>
<div class="MsoNormal" style="text-align: left;">
</div>
<div class="MsoNormal" style="text-align: left;">
</div>
<div class="MsoNormal" style="text-align: left;">
<span><br /><span style="font-family: inherit;">
Did the 9/11 Commission overlook these discrepancies?
Unlikely. Did Commission staffers not check Channel 21 with the "code
7112" message? Oh yes, they did! On January 23, 2004, Miles Kara, Kevin
Schaeffer, and Geoffrey Brown interviewed Sgt. Susan Marie Rose, whose voice is
recorded on Channel 21 as she spots "code 7112":</span></span></div>
<div class="MsoNormal" style="text-align: left;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="text-align: left;"><span style="font-family: inherit;">
Commission staff asked Rose is she recalled details on
tracking Delta Airlines Flight 1989 or United Airlines Flight 93 (UAL 93). She
replied that she and LaMarche tracked a specific suspected hijack that they
believe was flight planned from Boston to Las Vegas through Cleveland and
Minneapolis Center airspace. This flight, she believed, was headed to a
specific airport, and he was manoeuvring to turn into the airport to land.</span></div>
<div class="MsoNormal" style="text-align: left;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="text-align: left;"><span style="font-family: inherit;">
Rose noted that she is uncertain whether the aircraft
reflected in Commission staff's recording was one that was search only or one
that was a mode three. She surmised there being two aircraft that they followed
based on listening to the tapes in which she pointed out a mode three squawking
code 1304. The "surmise" of Susan Marie Rose is certainly
correct, but squawk code 7112, evidence for a second plane is simply omitted
in the report. Miles Kara and his colleagues don't seem to be interested in
this other aircraft, despite the strange code and the fact that it was
considered a hijacking. Code 7112 and Delta 89 were simply glossed over.</span></div>
<div class="MsoNormal" style="text-align: left;"><span style="font-family: inherit;">
</span></div>
<div class="MsoNormal" style="text-align: left;">
</div>
<div class="MsoNormal" style="text-align: left;"><span style="font-family: inherit;">
The NORAD tapes belong to the most authentic sources for the
events of 9/11, and they are certainly not faked, as everyone will attest who
has listened to them. As matters stand, the tapes provide watertight proof that
Delta 89 was NOT Delta 1989, Delta 89 being defined as the aircraft that was
tracked by NEADS between 9:41 and 9:44.</span></div>
<div class="MsoNormal" style="text-align: left;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="text-align: left;"><span style="font-family: inherit;">
The analysis must not stop at this point. What kind of plane
was this Delta 89? Discarding exotic scenarios like a drunken pilot or a
foreign intruder playing games with the air defence, the plane's known
attributes allow only one reasonable explanation - Delta 89 was a simulated
hijacking as part of a military exercise:</span></div>
<div class="MsoNormal" style="text-align: left;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="text-align: left;"><span style="font-family: inherit;">
- "Delta 89" was a fake call sign. The regular
Delta Airlines Flight 89 was sitting at JFK airport and scheduled to depart for
Los Angeles at 3:00 p.m.</span></div>
<div class="MsoNormal" style="text-align: left;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="text-align: left;"><span style="font-family: inherit;">
- The behaviour of Delta 89 reminds of a hide-and-seek game.
To facilitate the catcher's job, it left its cover and "cuckooed" for
three minutes before disappearing in the dark again. Note that military
exercises are often termed "war games".</span></div>
<div class="MsoNormal" style="text-align: left;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="text-align: left;"><span style="font-family: inherit;">
- Delta 89 didn't squawk 7500, the emergency code for a
"real world" hijacking, but another irregular code - 7112 - that was
immediately interpreted as a hijacking by NEADS technicians.</span></div>
<div class="MsoNormal" style="text-align: left;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="text-align: left;"><span style="font-family: inherit;">
- According to FAA directive 7110.65, certain beacon codes
are regularly assigned to planes taking part in NORAD exercises -
"7112" seems to have been one of them:</span></div>
<div class="MsoNormal" style="text-align: left;">
<span style="font-family: inherit;"><span style="mso-spacerun: yes;"> </span> </span></div>
<div class="MsoNormal" style="text-align: left;"><span style="font-family: inherit;">
- NORAD will ensure
exercise FAKER aircraft flight plans are filed containing discrete beacon codes
from the Department of Defence code allocation specified in FAAO 7610.4,
Special Military Operations, Appendix 8. </span></div>
<div class="MsoNormal" style="text-align: left;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="text-align: left;">
</div>
<div class="MsoNormal" style="text-align: left;">
<span style="font-family: inherit;"><b>Source: </b><a href="http://128.173.204.63/courses/cee5614/cee5614_pub/FAA_ATC_handbook.pdf">http://128.173.204.63/courses/cee5614/cee5614_pub/FAA_ATC_handbook.pdf</a><b><br /></b></span></div>
<div class="MsoNormal" style="text-align: left;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="text-align: left;">
</div>
<div class="MsoNormal" style="text-align: left;"><span style="font-family: inherit;">
Delta 89 fulfils all conditions for an "exercise faker
aircraft" whose job was to simulate a hijacking. Alternative explanations
are hard to imagine. Therefore it's time now to establish the central thesis of
this text: Delta 89 was a faker hijack exercise.</span></div>
<div class="MsoNormal" style="text-align: left;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="text-align: left;"><span style="font-family: inherit;">
So what - the interested reader might ask - what impact has
this insight on the official story of the 9/11 attacks? Indeed, Michael Ruppert
has already pointed out the existence of at least one "live-fly
exercise" (with real aircraft involved) in his book Crossing the Rubicon.
Lynn Spencer notes: </span></div>
<div class="MsoNormal" style="text-align: left;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="text-align: left;"><span style="font-family: inherit;">
"Today's training exercise runs a number of scenarios,
including a simulated hijacking in which the perpetrators overtake an aircraft
for political purposes, directing it to an island in order to seek
asylum". (Pg.24) So is the case of "Exercise Delta 89" important
at all?</span></div>
<div class="MsoNormal" style="text-align: left;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="text-align: left;"><span style="font-family: inherit;">
Yes, it is, because of Delta 1989, which was kind of a
"doppelganger" plane with nearly identical call sign (promptly
leading to confusion), identical aircraft type (Boeing 767), identical origin
airport (Boston), and flying in close vicinity when Delta 89 exposed itself at 9:41.
Clearly the designation "Delta 89" was carefully chosen by the
war-game designers to create a mix-up with Delta 1989. This is the first
indication that the on-going exercises interfered with regular civilian air
traffic.</span></div>
<div class="MsoNormal" style="text-align: left;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="text-align: left;"><span style="font-family: inherit;">
In other words: Delta 1989, in spite of being a regular
airliner, played a peripheral role in the exercise. It served as a cover-up for
Delta 89. At first, NEADS was alerted by Delta 89, and when this plane stopped
squawking and disappeared, the attention shifted to Delta 1989, which was
closely observed until its landing in Cleveland.</span></div>
<div class="MsoNormal" style="text-align: left;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="text-align: left;">
</div>
<div class="MsoNormal" style="text-align: left;"><span style="font-family: inherit;">
Half an hour after Delta 1989, another mysterious airliner
in distress landed at Cleveland Airport. Just like Delta 89, its existence
seems to have been covered-up through "merging" it with Delta 1989 -
a doppelganger case again. This naturally leads to the question whether the
eerie Cleveland plane was identical to Delta 89. Indeed, there are surprising congruences:</span></div>
<div class="MsoNormal" style="text-align: left;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="text-align: left;"><span style="font-family: inherit;">
- Both planes were reportedly a 767</span></div>
<div class="MsoNormal" style="text-align: left;"><span style="font-family: inherit;">
- Both planes were reportedly coming from Boston</span></div>
<div class="MsoNormal" style="text-align: left;"><span style="font-family: inherit;">
- Both planes were suspected of being hijacked</span></div>
<div class="MsoNormal" style="text-align: left;"><span style="font-family: inherit;">
- Both planes were covered-up by Delta 1989</span></div>
<div class="MsoNormal" style="text-align: left;">
<br /></div>
<div class="MsoNormal" style="text-align: left;">
<br /></div>
</div>
Mark Conlonhttp://www.blogger.com/profile/16886787125931324069noreply@blogger.com0tag:blogger.com,1999:blog-21091296366336430.post-57157414246531167212018-12-27T15:59:00.008+00:002024-03-13T21:12:59.220+00:00The Mysterious United Airlines "Flight 177" On 9/11 <!--[if gte mso 9]><xml>
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</xml><![endif]--><div class="MsoNormal" style="margin-bottom: 0.0001pt; text-align: center;"><span style="font-family: inherit;">By Mark Conlon</span></div><div class="MsoNormal" style="margin-bottom: 0.0001pt; text-align: center;"><span style="font-family: times; font-size: medium;"><br /></span></div><div class="MsoNormal" style="margin-bottom: 0.0001pt; text-align: center;"><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjSnzJ9Z5xDJ204MB000K-aGDllEER8Cv2VY8g9hpA5h22_rLOMLEjNWRAyPXSEYwFYWaNaR0rFq2sOq5vdZaWdJJw6RbMkkaB-iwneeuC5A98kWeYwZzbxv89zx4gP6Xh1FTBmcnuYbZvXCio3IuhDOWpxmnPpRtOH8h9w-IVPS0eNreko_AnO8yc/s458/UA177.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="301" data-original-width="458" height="263" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjSnzJ9Z5xDJ204MB000K-aGDllEER8Cv2VY8g9hpA5h22_rLOMLEjNWRAyPXSEYwFYWaNaR0rFq2sOq5vdZaWdJJw6RbMkkaB-iwneeuC5A98kWeYwZzbxv89zx4gP6Xh1FTBmcnuYbZvXCio3IuhDOWpxmnPpRtOH8h9w-IVPS0eNreko_AnO8yc/w400-h263/UA177.jpg" width="400" /></a></div><br /></div>
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On 9/11,
Mark Randol was manager of the Civil Aviation Security Field Office (CASFO) in
Washington, DC, a subdivision of the FAA. He reported to the Commission.</span></div>
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By 9:25 a.m.
Marcus Arroyo (Regional manager) called to report several hijackings, including
AAL77, UAL 175 and UAL 177. </span></div>
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He made it
clear that this was a terrorist act. Randol then immediately tasked his staff
to find out everything they could about the flights. Randol remembers that the
whole day was hectic and by 9:45 a.m. they had identified that AAL 77 had departed
from Dulles, but they could not confirm whether it had been hijacked, while
they discovered that UAL177 was being held at the gate in Boston. </span></div>
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The BUREAU
OF TRANSPORTATION STATISTICS (BTS) database tells us that UAL 177 was scheduled
to depart at 6:55 p.m. from Boston, destination Los Angeles.</span></div>
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<span style="font-family: inherit;"><br /></span></div>
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<b><span style="font-family: inherit;">This raises
two important questions:</span></b></div><ol>
<li><span style="font-family: inherit;"><span> </span>Why was it reported hijacked? </span></li>
<li><span style="font-family: inherit;"><span> </span>Why was it reported "held at the
gate" if its departure was only in the evening?</span></li></ol><div class="MsoNormal" style="margin-bottom: 0cm;"><span style="font-family: inherit;">
Most
remarkably, the hijacking of United 177 was reported at 9:25 a.m. two minutes after
Ed Ballinger, United flight dispatcher, sent the last message to 'Flight 175' while it was over Pittsburgh.<br />
<br />
<b>Research Source: WoodyBox:</b> <a href="http://911woodybox.blogspot.com/2009/11/mysterious-united-177-from-boston.html">http://911woodybox.blogspot.com/2009/11/mysterious-united-177-from-boston.html </a></span></div>
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Mark Conlonhttp://www.blogger.com/profile/16886787125931324069noreply@blogger.com0tag:blogger.com,1999:blog-21091296366336430.post-81335065988257935582018-11-07T15:20:00.010+00:002024-03-13T21:12:57.072+00:00Analysis of Steve De'ak's - Shanksville Plane Crater Recreation<div style="text-align: center;"><span style="font-family: times; font-size: medium;"> </span><span style="font-family: inherit;">By Mark Conlon</span></div><div style="text-align: center;"><span style="font-family: inherit;"><br /></span></div>
<div style="text-align: left;"><span><span style="font-family: inherit;">
This is a video analysis of Steve De'aks theory regarding how the
plane shaped crater was made in Shanksville on 9/11. In my video and blog below I show that
his "alleged" reproduction comparisons using NASA's lab test impact
craters and also his own recreation experiments do not sufficiently explain how
the engine crater or tail section impression were made at the Shanksville crash site. I just want to make it clear to anyone reading this blog post, this is not a personal issue with Steve, it merely points out issues I wanted to raise which I feel are unanswered in his theory he proposes. It is meant to help rather than discredit him.</span><br /><span style="font-family: times; font-size: large;"> </span></span><br />
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<span><b><br /><span style="font-family: inherit;">Background information:</span></b><span style="font-family: inherit;"> Steve De'ak believes "<i>multiple missiles</i>" were used to create the plane
shaped hole crater in Shanksville.</span><br /></span>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhA6kl-ugJTUlI4A1RvJ3paeQEQWU3ALmOIH5zttfpIb-GiRf_tjfCzk2w95MAQqUqnxQFdx8XhEGXfG9CCi5_DDLWe90SLyP7tTyPfsio-HF_yh_xepojnhN1YMzIDXflKCDIA7R3R_A/s1600/detonated_undetonated-300x225.png" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="225" data-original-width="300" height="300" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhA6kl-ugJTUlI4A1RvJ3paeQEQWU3ALmOIH5zttfpIb-GiRf_tjfCzk2w95MAQqUqnxQFdx8XhEGXfG9CCi5_DDLWe90SLyP7tTyPfsio-HF_yh_xepojnhN1YMzIDXflKCDIA7R3R_A/s400/detonated_undetonated-300x225.png" width="400" /></a></div>
<br /><span><span style="font-family: inherit;">
Steve has attempted to recreate the plane crater below (Fig A) and (Fig B), however in my opinion doesn't
fully explain the observable crater hole in relation to how the plane's engine and tail section impressions in the ground happened
in his recreations or with his "multiple missile" theory explanation? See below:</span><br />
<br />
</span><div style="text-align: center;"><span style="font-family: inherit;">
(Fig A) (No angle shown)</span></div>
<div style="text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhlS7iwMgUm_MjRgQZKprny8IZzXFEhBUwHscnfLtlcW6lWiYLUJrb47BySD02A0DWor2r3qGnrUYNkDbiGhlmTLI6-KEEZoj2dJ1_NzFo3q8JGNY5hTkk-conZzsXtRU2Xvkqizzg2rw/s1600/experiment8.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="903" data-original-width="1600" height="225" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhlS7iwMgUm_MjRgQZKprny8IZzXFEhBUwHscnfLtlcW6lWiYLUJrb47BySD02A0DWor2r3qGnrUYNkDbiGhlmTLI6-KEEZoj2dJ1_NzFo3q8JGNY5hTkk-conZzsXtRU2Xvkqizzg2rw/s400/experiment8.jpg" width="400" /></a> </div>
<div style="text-align: center;"><span style="font-family: inherit;">
(Fig B) (6.6 Degrees)</span></div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhwQbfuGE7sdbWmxK5gFRCgI0t0IAXP4lzB0mE0Thv38TzYB-SpFb3pLmk-0gLXs_9WSA5TyoGKeKX2BzHWWT_OOTtpAm4yUxpdbb1H9081D9k983HX4xvU-IdGygVwhWvef5QkrM560w/s1600/Shanksville-crater-experiment-1.png" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="943" data-original-width="1600" height="234" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhwQbfuGE7sdbWmxK5gFRCgI0t0IAXP4lzB0mE0Thv38TzYB-SpFb3pLmk-0gLXs_9WSA5TyoGKeKX2BzHWWT_OOTtpAm4yUxpdbb1H9081D9k983HX4xvU-IdGygVwhWvef5QkrM560w/s400/Shanksville-crater-experiment-1.png" width="400" /></a></div>
<br /><span style="font-family: inherit;">
The issues I observe with his recreation of the crater is, it does not account for the plane's engine crater or tail section impression which are observed in the crater images in Shanksville. Also there are issues with the angle trajectories Steve uses in his recreations seen in (Fig A) with NO angle trajectory clearly stated although in previous images there is cited - 9.2 degrees shown, and also in (Fig B) a 6.6 degree angle trajectory.<br />
<br />
The confusion here arises because Steve cites some NASA lab experiments, where their results which Steve uses for "supportive" evidence of how the craters were created according to NASA using a 4.75 degree angle trajectory. See screen-shot from Steve De'ak's website below: </span><br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgEPvL8FNLnriThFlFwW6tvOuZpHPuq9g-_6NHIOz2TatmdG3OCCVGVWVeGT_dM4yIdMotZonmgWyJSItBHEBUdRV11hMAdj5H4afbi7I4JlSkcWgXATsl1BNuB4BkoTCbmzglWgx2TqA/s1600/De%2527ak+Plane+hole2a.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="798" data-original-width="688" height="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgEPvL8FNLnriThFlFwW6tvOuZpHPuq9g-_6NHIOz2TatmdG3OCCVGVWVeGT_dM4yIdMotZonmgWyJSItBHEBUdRV11hMAdj5H4afbi7I4JlSkcWgXATsl1BNuB4BkoTCbmzglWgx2TqA/s400/De%2527ak+Plane+hole2a.jpg" width="342" /></a></div>
<br /><span style="font-family: inherit;">
Steve didn't state this information about the 4.75 degree angle trajectory in the NASA experiments in his articles and vaguely states 10 degrees under horizontal, which I didn't feel was helpful. See NASA's information below stating a 4.75 degree angle trajectory to achieve their crater which Steve uses in his articles and videos, however NOT mentioning this "specific" information. WHY? </span><br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiue5Zt1EWdYdWo8cjQP3gefD3vcPsND_GY5XXafmNBUBcaNWn0N23TOaflMbHR8LmNGAsSztoijefwMFwdEwYsxD5OoPlrSPRdzyOQJ8-JhMSiq4pHlKluNTu4-QQ7cYHINK60Nt-Hlw/s1600/500xNx2016Mar13gault-hypervelocity.jpg.pagespeed.ic.S4-0_IsZtP.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="1084" data-original-width="1470" height="292" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiue5Zt1EWdYdWo8cjQP3gefD3vcPsND_GY5XXafmNBUBcaNWn0N23TOaflMbHR8LmNGAsSztoijefwMFwdEwYsxD5OoPlrSPRdzyOQJ8-JhMSiq4pHlKluNTu4-QQ7cYHINK60Nt-Hlw/s400/500xNx2016Mar13gault-hypervelocity.jpg.pagespeed.ic.S4-0_IsZtP.jpg" width="400" /></a></div>
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This in the main part would make it very difficult in reality at the Shanksville crash site due to the treeline being far too tall to achieve such a low trajectory such as 4.75 degrees to create at least one side of the plane crater hole from a missile. There is also NO evidence of any damage or disturbance to the
adjacent trees from a low angled trajectory such as JASSM missile which Steve "alleges" caused the hole crater. See below:<br /></span>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhNL0O7e1_-IPIVRuJSabcA2R3cpBX3mO_B1TtgFlsETiKRJEOWaQv5oevYmXR5KoQF9Co-ZHGDrZIuoSGy9MVyWccZmU9O8UR2qi25mLFJNK6rruTJ5UZcOKreYmcsIeSJ7zyaKjc5JA/s1600/Shnksvillesite-overlay.png" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="847" data-original-width="820" height="412" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhNL0O7e1_-IPIVRuJSabcA2R3cpBX3mO_B1TtgFlsETiKRJEOWaQv5oevYmXR5KoQF9Co-ZHGDrZIuoSGy9MVyWccZmU9O8UR2qi25mLFJNK6rruTJ5UZcOKreYmcsIeSJ7zyaKjc5JA/w397-h412/Shnksvillesite-overlay.png" width="397" /></a></div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhz4lwKTF3iXazou-GtZIf_n2LZZS72TkHBeKzFwd-AEQ5CgOifptJ1qkvjyQj2xSTCvvlO8ia6ZeMUdDs0sqYGH8ruKJPOJynU1-CSXHFsjo70Y_brCK8PfNd3p_wt0kjkmUBu0wDCLw/s1600/Flight93Crash+Trjectory+4-75+degrees.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="322" data-original-width="519" height="246" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhz4lwKTF3iXazou-GtZIf_n2LZZS72TkHBeKzFwd-AEQ5CgOifptJ1qkvjyQj2xSTCvvlO8ia6ZeMUdDs0sqYGH8ruKJPOJynU1-CSXHFsjo70Y_brCK8PfNd3p_wt0kjkmUBu0wDCLw/s400/Flight93Crash+Trjectory+4-75+degrees.jpg" width="400" /></a></div>
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<b><span style="font-family: inherit;">Comparison studies with the Steve's recreations and the "real" Shanksville crash site crater below:</span></b></div>
<span style="font-family: times; font-size: medium;"><br />
</span><div style="text-align: center;"><span style="font-family: times; font-size: medium;">
</span><span style="font-family: inherit;">Steve's Recreation 1 below: </span></div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjUKL7Q1bDfWDNywR8GRpxjWEJKHN4gOcRHmEPsw199Oz1ShLE2-1cL9JOXhm7Xc_FwpTGDUAe1hNEeSqHPInuDugmRKBf6MiYWyi43uGpXKruO8tOIKbKB8_BGlhiBvjf3NBUKrRbJlg/s1600/Shanksville-crater-experiment-1.png" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="943" data-original-width="1600" height="235" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjUKL7Q1bDfWDNywR8GRpxjWEJKHN4gOcRHmEPsw199Oz1ShLE2-1cL9JOXhm7Xc_FwpTGDUAe1hNEeSqHPInuDugmRKBf6MiYWyi43uGpXKruO8tOIKbKB8_BGlhiBvjf3NBUKrRbJlg/s400/Shanksville-crater-experiment-1.png" width="400" /></a></div>
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<br /><span style="font-family: inherit;">Steve's Recreation 2 below: </span></div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhJfc6nd-B9Uk4GGowN_iQNb2co7iWdUqoxW7F-2o3hnUOibLWT74aZoJRmk9ptAwTFdWnvN6Ck6XflVLtdEbyQR-TC3oNbn6MFbDkZuQRrsud6ZzlBSPmujtWR4xKA6Cs0sR52QY8JPA/s1600/experiment8.jpg" style="margin-left: 1em; margin-right: 1em;"><span style="font-family: inherit;"><img border="0" data-original-height="903" data-original-width="1600" height="225" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhJfc6nd-B9Uk4GGowN_iQNb2co7iWdUqoxW7F-2o3hnUOibLWT74aZoJRmk9ptAwTFdWnvN6Ck6XflVLtdEbyQR-TC3oNbn6MFbDkZuQRrsud6ZzlBSPmujtWR4xKA6Cs0sR52QY8JPA/s400/experiment8.jpg" width="400" /></span></a></div>
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<div style="text-align: center;"><span style="font-family: times; font-size: medium;">
</span><span style="font-family: inherit;">Shanksville Crater Image 1 below:</span></div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiz5T1ZMRgvvRRC20ss4t6DJlRGeey1h_FZ-4kVqWEiJBvev1yDWHa3a0CVlRVcGjETx2Z2IQRAD6cbJHPJyqECtRQn3dvAG981cmfiooATcWgJCD1shltM64lNzGT1khTE11wMMGqUYw/s1600/Circular+holes+plane+crater+shanksville.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="394" data-original-width="726" height="216" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiz5T1ZMRgvvRRC20ss4t6DJlRGeey1h_FZ-4kVqWEiJBvev1yDWHa3a0CVlRVcGjETx2Z2IQRAD6cbJHPJyqECtRQn3dvAG981cmfiooATcWgJCD1shltM64lNzGT1khTE11wMMGqUYw/s400/Circular+holes+plane+crater+shanksville.jpg" width="400" /></a></div>
<div style="text-align: center;"><span style="font-family: inherit;"><br /> Shanksville Crater Image 2 below:</span></div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi61IYdtijz9WfkbJ8b_RIfNlXURifxVBlOESnIUkt9G9nQeoWiamE5_Qmquv-HnwVEDMd9jh_6ek8HvbxAoyoF1rqVs_HxLDXnh4_d-AJ6sZJDECzguVJuHJYc0nvdrOIjzl_nMvgiaQ/s1600/fainttail2bm1.gif" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="375" data-original-width="608" height="246" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi61IYdtijz9WfkbJ8b_RIfNlXURifxVBlOESnIUkt9G9nQeoWiamE5_Qmquv-HnwVEDMd9jh_6ek8HvbxAoyoF1rqVs_HxLDXnh4_d-AJ6sZJDECzguVJuHJYc0nvdrOIjzl_nMvgiaQ/s400/fainttail2bm1.gif" width="400" /></a></div>
<div style="text-align: center;"><span style="font-family: inherit;"><br /> <span style="font-family: inherit;">Shanksville Crater Image 3 below:</span></span></div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhMc4Rus80HwF9bOK8Nr9bW1cv_UCtYHfT0rOKTktvQ3GW5Nexgd0j72keCW9ZC5-VLNRQc1VKMG6dEIqWc1ylUrsIZ6d0QXoEcBoUymF3aAihJ2xhRjTJRNSVDwW82MHk8HHlhFcWvGQ/s1600/Shanksville+crater+engine+%2526+tail+section+highlighted.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="359" data-original-width="933" height="153" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhMc4Rus80HwF9bOK8Nr9bW1cv_UCtYHfT0rOKTktvQ3GW5Nexgd0j72keCW9ZC5-VLNRQc1VKMG6dEIqWc1ylUrsIZ6d0QXoEcBoUymF3aAihJ2xhRjTJRNSVDwW82MHk8HHlhFcWvGQ/s400/Shanksville+crater+engine+%2526+tail+section+highlighted.jpg" width="400" /></a></div>
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<div style="text-align: center;"><span style="font-family: inherit;"><br /> Another view from the ground:</span></div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhfWPeO_lr1XKkcgMYZjvMQ872qbS930LD5_prncXyPzbOw_OMhQ8PRt5oLn4aphCcEGOnfM_rhisrZ1Ko_1gY79_7DZjSfcSLnpESaKLENCqTJVQI7mbeVwzuWY6wpDlPF-hFi_SqHJQ/s1600/big_artfichier_582183_4703404_20150331004565.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="791" data-original-width="1023" height="310" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhfWPeO_lr1XKkcgMYZjvMQ872qbS930LD5_prncXyPzbOw_OMhQ8PRt5oLn4aphCcEGOnfM_rhisrZ1Ko_1gY79_7DZjSfcSLnpESaKLENCqTJVQI7mbeVwzuWY6wpDlPF-hFi_SqHJQ/w399-h310/big_artfichier_582183_4703404_20150331004565.jpg" width="399" /></a></div>
<br /><span style="font-family: inherit;"><span>
The comparisons above using Steve's recreation attempts of the impact
craters does not sufficiently explain how
the engine crater or tail section impression were made at the
Shanksville crash site. His comparisons do not contain these two distinct areas in his recreations to be accepted as adequate recreations as he claims. The same can be said for the NASA lab experiments comparisons which he uses to support his theory, as these are not sufficient for comparison purposes, although the idea is. <br />
<br />
If "multiple missiles" were used to create the Shanksville plane crater then this would not be consistent with overwhelming eyewitness testimonies who speak of witnessing a "large" plane crash into the ground, not missiles? Steve does not address this evidence, and has been quite misleading about the eyewitness accounts, by saying that people both <i>"heard</i>" and "<i>seen</i>" missiles in Shanksville. See the screen-shot below from Steve De'ak's article.</span><br /></span>
<br />
<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi0Zhx5sw1KcP17ju5bm4Bx5LyOCJKn7voi4C_HAkjgb6mvgcoFi2fOK5c8AOR7x9lE_R1O06aZKNjETi6WZZVWz4qMLp0b5PLnhPozLS8Jr_-gW0cepdhBLQQnhu-7S-Dg16Eo67WrWA/s1600/De%2527ak+Missile+witness+lies2.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="324" data-original-width="699" height="185" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi0Zhx5sw1KcP17ju5bm4Bx5LyOCJKn7voi4C_HAkjgb6mvgcoFi2fOK5c8AOR7x9lE_R1O06aZKNjETi6WZZVWz4qMLp0b5PLnhPozLS8Jr_-gW0cepdhBLQQnhu-7S-Dg16Eo67WrWA/s400/De%2527ak+Missile+witness+lies2.jpg" width="400" /></a></div>
<br /><span><span style="font-family: inherit;">
There is no evidence of any eyewitnesses "SEEING" a missile or missiles. The only reports of missiles from witnesses is, what they "interpreted" to be a missile from only hearing the sound. No one actually observed anything with their eyes who report seeing a missile or missiles. Susan McElwain did see something small, however she did not reference the object to be a missile. The object she described flew over her vehicle and over the treeline, although it didn't disturb the trees or make any sound, and she didn't recall the sound of an explosion, which I find strange. I am still open to the possibility that it could be a missile. <br />
<br />
I have raised this several times with Steve during our comment exchanges on his website, however he seems reluctant to amend this in his articles or videos, even for the sake of accuracy, which I feel is a shame as it could be seen in a bad light and unhelpful for him, but I respect his choice not to. <br />
<br />
<b>In conclusion:</b></span><br />
<br /><span style="font-family: inherit;"><span>
For Steve De'ak to claim he can recreate the crater in Shanksville, he must demonstrate that he has recreated enough of the observable features to a reasonable high degree of accuracy based on the observable photographical and video evidence at the Shankville crater crash site. This is not the case with any of Steve's comparison recreations or the NASA lab experiments comparisons he cites. He must recreate the crater showing a tail section impression and also an engine crater, preferably using videos and not photos, and also at the correct angles so we can see how it was achieved. He also has to explain thoroughly how no treeline damage or disturbance to the trees adjacent to the crash crater in Shanksville was achieved. This has not been done up-to-now. </span><br /></span>
<br /><span style="font-family: inherit;"><span>
On a final note, this is not a personal attack on Steve De'ak, I am hopeful he may adjust or add to his test experiments with the information I provide here.</span><br />
<br /><span>
I am happy to update this article when Steve conducts new experiments and tests which solve the issues I raise in this analysis. I am not saying he is promoting disinformation, as I believe this would be unfair to say, and unhelpful. That would be an easy cheap shot, as he is trying to find answers to how the crater was created. This sometimes can take several attempts to fully reach a sufficient answer or recreation in this case. I wish him well in future experiments. </span><br /><br />
<b>Update: </b><span>11th November 2018</span><br />
<br /><span>
After exchanges between me and Steve on his website comments section regarding the evidence of more than one crater in the Shankville plane crash crater, I believe Steve could eventually see I was being genuine in what I was pointing out to him with the extra craters in the plane shaped hole. His apology is welcomed and accepted. My video is no way a personal attack on Steve, I merely pointed out areas which I felt had been overlooked by Steve in his attempts at recreating the crime scene. <br /><br />Myself and Steve differ greatly with our views of the evidence, however I wouldn't want that to prevent us from having any reasonable debates in the future. </span></span></span><br />
<br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhpnp5aqjPOcSEavDjMrvshZ1Cu01xJhdPjcNjg4nZV5I39zMOBb_dBU_8veDxOiI3rZKT5eU7pLZUG57uOGYcJIYr9kVnIArqAaFTE77y_WkYn8G8u0xm-oLg0EpuZfCksXgom9up43A/s1600/Untitledkkk.png" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="446" data-original-width="902" height="196" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhpnp5aqjPOcSEavDjMrvshZ1Cu01xJhdPjcNjg4nZV5I39zMOBb_dBU_8veDxOiI3rZKT5eU7pLZUG57uOGYcJIYr9kVnIArqAaFTE77y_WkYn8G8u0xm-oLg0EpuZfCksXgom9up43A/s400/Untitledkkk.png" width="400" /></a></div>
<br />
<span style="font-family: inherit;">Thanks for reading and watching the video.<br /></span>
<br /></div>
Mark Conlonhttp://www.blogger.com/profile/16886787125931324069noreply@blogger.com0tag:blogger.com,1999:blog-21091296366336430.post-60963401590661123002018-10-23T12:26:00.007+01:002024-03-13T21:12:54.164+00:00Nothing Unusual About UA175 & UA93's Deregistration? <div style="text-align: center;"> <span style="font-family: inherit;">By Mark Conlon</span></div><span style="font-family: inherit;">
<br />
A lot has been made of the deregistration process of UA175 and UA93, because of the process taking up to 4
years for both of the planes to be deregistered on 28th Sept 2005. In reality this is nothing out of the ordinary, although some 9/11 researchers cite this as unusual, when in fact it is not.<br />
<br />
One only has to take a look through the FAA Government Records to see it is not unusual for an aircraft to be deregistered many years later of its initial retirement of certification. <br />
<br />
I have listed some case study examples below of planes which have taken a long period of time to be deregistered. Anyone can checkout tail numbers at the FAA Registry - Aircraft - N-Number Inquiry: <a href="https://registry.faa.gov/aircraftinquiry/nnum_inquiry.aspx">https://registry.faa.gov/aircraftinquiry/nnum_inquiry.aspx</a><br />
<br />
<b>Example 1: </b><br />
<br />
28 December 1978; United Air Lines DC8; N8082U, fligh<span class="text_exposed_show">t
173; Portland, OR: This was a scheduled domestic flight from Denver, CO
to Portland, OR. After the landing gear was lowered, there were several
indications of a landing gear - problem, including unusual noises and
no indication that one of the landing gear had deployed properly. The
crew went into a holding pattern while investigating the problem. The
aircraft ran out of fuel while holding for landing and crashed in a
residential area. Two of the eight crew members and eight of the 181
passengers were killed. No one on the ground was injured or killed.
This plane was cancelled on Oct 13th 1981... nearly 3 years later.</span><br />
<br />
<a href="https://registry.faa.gov/aircraftinquiry/NNum_Results.aspx?NNumbertxt=N8082U"><span class="text_exposed_show">https://registry.faa.gov/aircraftinquiry/NNum_Results.aspx?NNumbertxt=N8082U</span></a><br />
</span><div class="text_exposed_show">
<span style="font-family: inherit;"><br />
<b>Example 2:</b><br />
<span class="UFICommentActorAndBody"><span data-ft="{"tn":"K"}"><span class="UFICommentBody"> </span></span></span><br />
<span class="UFICommentActorAndBody"><span data-ft="{"tn":"K"}"><span class="UFICommentBody"><span class="UFICommentActorAndBody"><span data-ft="{"tn":"K"}"><span class="UFICommentBody"><span class="ILfuVd">Pacific Southwest Airlines<b> </b>Flight 1771 was a scheduled flight from Los Angeles, California, to San Francisco. On 7 December 1987,
the British Aerospace 146-200A, registration N350PS, crashed in
Cayucos, California, as a result of a murder–suicide by one of the
passengers.</span> It was not cancelled until 14th April 1993. (Thanks to '<a href="https://www.youtube.com/channel/UC3rgxhxZ3tS38Jcw7fB6EKQ">Conspiracy Cuber</a>' for this "excellent" case example).</span></span></span></span></span></span></span><br />
<br />
<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi5tQu3RWp6My8wKDTb3j8sQRkiinAQ11M7T9MNYcauiRrffzlrwFJ06qovR4bhkJOW2NcQ-4xHBmmBlZadPII70tG5GVMtKOZai8WdCmwfg5bFTthnWnzHkvWQSDNw7btrzazNkdJiDg/s1600/FAA+1.png" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="633" data-original-width="1021" height="246" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi5tQu3RWp6My8wKDTb3j8sQRkiinAQ11M7T9MNYcauiRrffzlrwFJ06qovR4bhkJOW2NcQ-4xHBmmBlZadPII70tG5GVMtKOZai8WdCmwfg5bFTthnWnzHkvWQSDNw7btrzazNkdJiDg/s400/FAA+1.png" width="400" /></a></div>
<span class="UFICommentActorAndBody"><span data-ft="{"tn":"K"}"><span class="UFICommentBody"><span class="UFICommentActorAndBody"><span data-ft="{"tn":"K"}"><span class="UFICommentBody"> </span></span></span></span></span></span><span class="UFICommentActorAndBody"><span data-ft="{"tn":"K"}"><span class="UFICommentBody"><span class="UFICommentActorAndBody"><span data-ft="{"tn":"K"}"><span class="UFICommentBody"> </span></span></span></span></span></span><br />
<span style="font-family: inherit;"><a href="https://registry.faa.gov/aircraftinquiry/NNum_Results.aspx?NNumbertxt=N350PS&fbclid=IwAR0vXW5CzhNTscbkrX7tpBFt-3AhL070Zjay9Ln9IpYGm2Pezi4kfeVu204"><span class="UFICommentActorAndBody"><span data-ft="{"tn":"K"}"><span class="UFICommentBody"><span class="UFICommentActorAndBody"><span data-ft="{"tn":"K"}"><span class="UFICommentBody">https://registry.faa.gov/aircraftinquiry/NNum_Results.aspx?NNumbertxt=N350PS&fbclid=IwAR0vXW5CzhNTscbkrX7tpBFt-3AhL070Zjay9Ln9IpYGm2Pezi4kfeVu204</span></span></span></span></span></span></a><br />
<br />
<b>Example 3:</b><br />
<br />
On July 26, 2002, FedEx flight 1478, a Boeing 727-232F (N497FE) struck
trees on final approach to Tallahassee Regional Airport at 5:37 a.m. The
flight had originated in Memphis, Tennessee. The captain, first officer
and flight engineer were seriously injured, and the airplane was
destroyed by impact and resulting fire. <a href="http://www.aviationattorneys.com/national-content.cfm/Article/6366/Fed-Ex-Aircraft-Crash-Caused-By-Crew.html">www.aviationattorneys.com/national-content.cfm/Article/6366/Fed-Ex-Aircraft-Crash-Caused-By-Crew.html</a><br />
<br />
So then visit the FAA Registry, enter the number, and this record pops up as of 17th April 2005:
<br />
</span><div class="MyQuote">
<span style="font-family: inherit;"><br />N497FE is Assigned</span></div>
<div class="MyQuote"><span style="font-family: inherit;">
Assigned/Registered Aircraft</span></div>
<div class="MyQuote"><span style="font-family: inherit;">
Manufacturer Name BOEING<br />Model 727-232 Status Valid </span></div>
<div class="MyQuote"><span style="font-family: inherit;">
Registered Owner<br />FEDERAL EXPRESS CORPORATION</span></div>
<div class="MyQuote">
<span style="font-family: inherit;"><br /></span></div>
<div class="MyQuote">
<span style="font-family: inherit;"><b>Example 4:</b><br /><br />On January 1, 2002, about 1802 eastern standard time, a Piper PA-31-250,
N3525Y, registered to Taurus Wings Inc., and operated by Air Taxi Inc.,
as a Title 14 CFR Part 135 on demand air taxi flight, ditched in the
Atlantic Ocean, near Hollywood, Florida. <a href="http://www.ntsb.gov/ntsb/brief2.asp?ev_id=20020107X00039&ntsbno=MIA02FA048&akey=1">http://www.ntsb.gov/ntsb/brief2.asp?ev_id=20020107X00039&ntsbno=MIA02FA048&akey=1</a> </span></div>
<span style="font-family: inherit;"><br />
An FAA Registry check on 10th March 2006 tells us:<br />
</span></div>
<div class="text_exposed_show"><span style="font-family: inherit;">
N3525Y is Assigned</span><div class="MyQuote"><span style="font-family: inherit;">
Assigned/Registered Aircraft</span></div>
<div class="MyQuote"><span style="font-family: inherit;">
Model PA-31-350 Status Valid </span></div>
<div class="MyQuote"><span style="font-family: inherit;">
Registered Owner: TAURUS WINGS INC </span></div>
<div class="MyQuote">
<a href="http://registry.faa.gov/aircraftinquiry/NNumSQL.asp?NNumbertxt=3525Y"><span style="font-family: inherit;">http://registry.faa.gov/aircraftinquiry/NNumSQL.asp?NNumbertxt=3525Y</span></a></div>
<span style="font-family: inherit;"><br />
</span><div class="MyQuote">
<span style="font-family: inherit;"><b>Example 5:</b><br /><br />On October 18, 2001, at 1543 Alaska daylight time, a
Bell 206L helicopter, N400EH, impacted the waters of Cook Inlet about
six-tenths of a mile west of the shoreline off the approach end of
runway 06 at Ted Stevens Anchorage International Airport, Anchorage,
Alaska. The pilot, who held a commercial pilot's certificate, expired as
a result of the accident sequence. <a href="http://www.ntsb.gov/ntsb/brief2.asp?ev_id=20011026X02150&ntsbno=SEA02FA008&akey=1">http://www.ntsb.gov/ntsb/brief2.asp?ev_id=20011026X02150&ntsbno=SEA02FA008&akey=1</a></span></div>
<span style="font-family: inherit;"><br />
And yet the FAA record as of 10th March 2006 says:<br />
</span><div class="MyQuote">
<span style="font-family: inherit;"><br /></span></div>
<div class="MyQuote"><span style="font-family: inherit;">
N400EH is Assigned</span></div>
<div class="MyQuote"><span style="font-family: inherit;">
Manufacturer Name BELL</span></div>
<div class="MyQuote"><span style="font-family: inherit;">
Model 206L </span></div>
<div class="MyQuote"><span style="font-family: inherit;">
Status Valid <br /><a href="http://registry.faa.gov/aircraftinquiry/NNumSQL.asp?NNumbertxt=400EH">http://registry.faa.gov/aircraftinquiry/NNumSQL.asp?NNumbertxt=400EH</a></span></div>
<span><span style="font-family: inherit;"><br />
<b>Conclusion: </b><br />
<br />
Again we have 9/11 researchers not fully checking the facts before promoting "alleged" anomalies in the data which are not valid anomalies at all.<br /></span></span><br /></div>
Mark Conlonhttp://www.blogger.com/profile/16886787125931324069noreply@blogger.com0tag:blogger.com,1999:blog-21091296366336430.post-84291845215202690392018-10-17T17:55:00.010+01:002024-03-13T21:12:51.319+00:00Flight 11 and the BTS Data-Base Discoveries Before 9/11<div style="text-align: center;"><span style="font-family: inherit;">By Mark Conlon</span></div><div class="MsoNormal" style="line-height: normal; margin-bottom: 0cm;"><span style="font-family: inherit;">
<br /></span></div>
<div class="MsoNormal" style="line-height: normal; margin-bottom: 0cm;"><span style="font-family: inherit;"><span>
The "unknown" statistic logged in relation to Flight 11 on
9/11 in the </span><span>Bureau of Transportation Statistics (</span><span>BTS) data-base is often used as proof that Flight 11 never took-off on 9/11, yet
there are other instances showing the same statistic of "unknown"
during the year of 2001 involving Flight 11.</span></span></div><div class="MsoNormal" style="line-height: normal; margin-bottom: 0cm;"><span style="font-family: times; font-size: medium;"><br /></span><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgIbNsFjo9eVmTrzqwDWT1kx0j9y41lcjV-trBliQrYdT7LzHoMACTiMN7xHqqMhbyBuHM-7WX3upODGbx2BGS2_tOVTtR0iKSuNrY111Je0-0ev1vlQg-DjcQvYbDUk3JVCmohwaktwg/s816/BTS11.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="357" data-original-width="816" height="175" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgIbNsFjo9eVmTrzqwDWT1kx0j9y41lcjV-trBliQrYdT7LzHoMACTiMN7xHqqMhbyBuHM-7WX3upODGbx2BGS2_tOVTtR0iKSuNrY111Je0-0ev1vlQg-DjcQvYbDUk3JVCmohwaktwg/w400-h175/BTS11.jpg" width="400" /></a></div></div><div class="MsoNormal" style="line-height: normal; margin-bottom: 0cm;"><span style="font-family: times; font-size: medium;"><br /></span></div>
<div class="MsoNormal" style="line-height: normal; margin-bottom: 0cm;"><span style="font-family: inherit;">
(Flight 11 appears as a regular flight between BOS and LAX also on
Tuesdays).</span></div>
<div class="MsoNormal" style="line-height: normal; margin-bottom: 0cm;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="line-height: normal; margin-bottom: 0cm;"><span style="font-family: inherit;">
The BTS system returns "UNKNOWN" along with the usual 00:00
data for September 4 and July 10, 2001. Also, there's no data at all
available for August 7, 2001. In all other instances AA-11 (Flight 11) appears to have
flown on all Tuesdays before 9/11.</span></div>
<div class="MsoNormal" style="line-height: normal; margin-bottom: 0cm;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="line-height: normal; margin-bottom: 0cm;">
<span style="font-family: inherit;"><b>SOURCE:</b> Bureau of Transportation Statistics</span></div>
<div class="MsoNormal" style="line-height: normal; margin-bottom: 0cm;">
<span style="font-family: inherit;"><br /></span></div>
<ul>
<li><span style="font-family: inherit;"><span style="mso-bidi-font-family: Symbol; mso-fareast-font-family: Symbol;"><span style="mso-list: Ignore;"><span style="font-stretch: normal; font-style: normal; font-variant: normal; font-weight: normal; line-height: normal;"></span></span></span>AA 07/10/2001 11 UNKNOWN LAX 07:45 00:00 366 0 0
00:00 0 N/A N/A N/A N/A N/A</span></li>
<li><span style="font-family: inherit;"><span style="mso-bidi-font-family: Symbol; mso-fareast-font-family: Symbol;"><span style="mso-list: Ignore;"><span style="font-stretch: normal; font-style: normal; font-variant: normal; font-weight: normal; line-height: normal;"></span></span></span>AA 08/07/2001 11 N/A LAX N/A N/A N/A N/A N/A N/A
N/A N/A N/A N/A N/A N/A</span></li>
<li><span style="font-family: inherit;"><span style="mso-bidi-font-family: Symbol; mso-fareast-font-family: Symbol;"><span style="mso-list: Ignore;"><span style="font-stretch: normal; font-style: normal; font-variant: normal; font-weight: normal; line-height: normal;"></span></span></span>AA 09/04/2001 11 UNKNOWN LAX 07:45 00:00 366 0 0
00:00 0 N/A N/A N/A N/A N/A </span></li></ul><div class="MsoNormal" style="line-height: normal; margin-bottom: 0cm;"><span style="font-family: inherit;">
<b><br /><span>UPDATE: 29/12/19</span></b><span><br />
<br />
DATE CARR. TAIL_No FL_No ORIG DEST CRS_DEP DEPART TAX_OUT W/OFF W/ON TAX_IN CRS_ARR ARRIV CANCLD DVERTD AIR_TIME <br />
<br />
AA 09/10/2001 198 N334AA SFO 06:24 06:03 334 314 -21 05:52 11 N/A N/A N/A N/A N/A</span><b> </b><br />
<br /><span>American Airlines "Flight 198" was the flight number with the plane tail number N334AA, which is a pendulum flight with Flight 11. Flight 198 arrived at Gate 32 in Boston, Logan Airport early in the morning on September 11, 2001.
Although the reported date is 9/10/2001, the plane took-off from SFO on the west coast at
21:49 on 9/10 and actually landed at BOS on the east coast at 6:03 the next day on 9/11. </span><br />
<br /><span>
Apparently this detail created lot of confusion among 9/11 researchers,
however this is the last tracked Flight for the plane - tail number N334AA before becoming
the infamous AA11 on September 11, 2001.</span></span></div>
<div class="MsoNormal" style="line-height: normal; margin-bottom: 0cm;"><br /></div><div class="MsoNormal" style="line-height: normal; margin-bottom: 0cm;">
<br /></div>
Mark Conlonhttp://www.blogger.com/profile/16886787125931324069noreply@blogger.com0tag:blogger.com,1999:blog-21091296366336430.post-18166132733406399032018-09-29T12:03:00.006+01:002024-03-13T21:12:48.356+00:00Flight 93's "Transponder On" at 10:05am According to FAA Transcript<div style="text-align: center;"><span><span style="font-family: inherit;">By Mark Conlon</span></span></div>
<div style="text-align: center;"><span style="font-family: inherit;"><br /></span></div>
<div style="text-align: left;">
<span style="font-family: inherit;"><span>In this short analysis I will show through the use of </span><span><span class="st">Federal Aviation Administration</span> (FAA) recording transcripts that Flight 93's transponder was still switched on at 10:05 a.m. after the "official" crash time in Shanksville. I will also touch briefly on other supporting evidence to show that Flight 93 did NOT crash at 10:03 a.m. as stated by the 9/11 Commission and also point-out other supporting evidence which indicates that Flight 93 did NOT crash at all on 9/11, as Flight 93 was located 15 miles past the "official" crash site heading towards the Washington D.C. area. </span></span></div>
<span style="font-family: inherit;"><br />
<span></span><b><span class="st">Federal Aviation Administration (FAA) Transcript below:</span></b><br />
<span class="st"><br /></span>
<u><span>1405 (10:05am)</span></u><br />
<br />
<span>ntmo-e: ok united ninety three we're now receiving a transponder on and he is at eighty two hundred feet</span><br />
</span><div class="text_exposed_show">
<span style="font-family: inherit;"><br />
<span>doug: now transponder and he's eighty two-hundred</span><br />
<br />
<span>ntmo-e: southeastbound still</span><br />
<br />
<span>doug: eighty two hundred feet and now getting a transponder on him</span><br />
<br />
<span>ntmo-e: correct</span><br />
<br />
<span>doug: ok buddy</span><br />
<br />
<u><span>14 06 (10:06am)</span></u><br />
<br />
<span> ntmo-e: ok we've lost radar contact with united ninety three</span><br />
<br />
<span><b>Please Note:</b> This strengthens the case that something took place in
Shanksville at 10:06 a.m. NOT 10:03 a.m. the "official" crash time. The question is
why was it so important to have the "official" crash time of 10:03 a.m., when
all the evidence including the seismic readings place a trace recording in the ground at 10:06 a.m.? See the seismic readings below:</span><br /></span>
<span style="font-family: inherit;"><br /></span>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEggttUzD_uM5LLnjnPTxyXtc0Da06Qv1ptTuM-JAy9X-K9vbdgB4rdncjNUQ-PJkYSSefvMkHFWQ3eCODY8wnRupkP7cARzPPFZo7SNxJgPtOSNfKQPF3oMtDCOXL06dB1jcTkBTBss-Q/s1600/seismic+shanksville.png" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="482" data-original-width="535" height="359" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEggttUzD_uM5LLnjnPTxyXtc0Da06Qv1ptTuM-JAy9X-K9vbdgB4rdncjNUQ-PJkYSSefvMkHFWQ3eCODY8wnRupkP7cARzPPFZo7SNxJgPtOSNfKQPF3oMtDCOXL06dB1jcTkBTBss-Q/w400-h359/seismic+shanksville.png" width="400" /></a></div>
<span style="font-family: inherit;"><br /></span>
<span style="font-family: inherit;"><span>The 9/11 Commission lent on the
seismologists to support the 10:03 a.m. official crash time, when clearly the evidence says different<span face=""calibri" , sans-serif" lang="EN-US" style="line-height: 107%;">. </span>Other evidence which suggests the plane shaped hole was made in the ground at 10:06 a.m. is the magnetometer data readings. See magnetometer readings data below: </span><br /></span>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjR3bvBIaGgczL-EOi-7tSkNHdLDB68pwDssnqZwCO07CVCR1DoIyscXujvt3qfFR2loW1VlyFnviCLH95aGok-QYHejFESW8uOnEegitVCXqE5y5wzfklAV64t4Kq-0u3e4ePq_kSJyQ/s1600/Flight+93+Magnetometer+Readings1aa.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="298" data-original-width="295" height="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjR3bvBIaGgczL-EOi-7tSkNHdLDB68pwDssnqZwCO07CVCR1DoIyscXujvt3qfFR2loW1VlyFnviCLH95aGok-QYHejFESW8uOnEegitVCXqE5y5wzfklAV64t4Kq-0u3e4ePq_kSJyQ/s400/Flight+93+Magnetometer+Readings1aa.jpg" width="395" /></a></div>
<span style="font-family: inherit;"> </span><br />
<span style="font-family: inherit;"><span>Notice the sharp dip fluctuation in the reading from 10:03 a.m. to 10:06 a.m. </span><br /><br />
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</xml><![endif]--><span><b style="mso-bidi-font-weight: normal;">No Electronic Locator Transmitter (ELT) distress signal indicating a plane
had crashed was picked-up at the time when Flight 93 "allegedly" crashed.</b></span><br />
</span><div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><br /></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;">The FAA’s
Cleveland Center, which had the last contact with Flight 93 before it crashed,
suggests that no distress signal indicating a plane crash had occurred or was
picked-up at the time Flight 93 went down. <span style="mso-bidi-font-weight: bold;">Flight 93 reportedly crashed in rural Pennsylvania at 10:03a.m. An “ELT” is an emergency locator transmitter,
a device carried on most general aviation aircraft in the US that is designed
to automatically start transmitting a distress signal if a plane should crash,
so as to help search and rescue efforts in locating the downed aircraft The
Cleveland Center controller’s information, as an FAA timeline will later state,
therefore indicates that “No ELT signal has been picked up in the area where
Flight 93 apparently crashed at this time.” Someone at the FAA’s Command Center
in Herndon, Virginia, acknowledged the controller’s communication, responding,
“Copy that, Command Center.” </span></span></div>
<div class="MsoNormal" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><span><span style="mso-bidi-font-weight: bold;"> </span></span><br />
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</xml><![endif]--><span><span><span style="line-height: 107%;">Whether anyone will subsequently report picking up
an ELT signal in the area where Flight 93 apparently crashed is unclear. Major
Allan Knox, who works at the Air Force Rescue Coordination Center, which is
“the contact for credible” ELT signals, tells the 9/11 Commission that he “does
not recall an ELT detection being brought to his attention”. </span></span></span><span><span><span style="line-height: 107%;"><span class="MsoHyperlink"><span><span style="line-height: 107%;">(</span><span style="line-height: 107%;">9/11
Commission, 10/1/2003</span><span style="line-height: 107%;">).</span></span><i><span face=""calibri" , sans-serif" style="line-height: 107%;"><span style="mso-bidi-font-style: normal; mso-bidi-font-weight: normal; mso-fareast-language: EN-GB; mso-no-proof: yes;"><span style="mso-ignore: vglayout;"><span></span></span></span></span></i></span></span></span><span> </span></span><br />
<br />
<span><span>Also, does this part in the FAA - Air Traffic Control transcription
strengthens the case that Flight 93 was close to Washington D.C. as it was west of Dulles, furthermore strengthening the already overwhelming evidence of a landing
at 10:28 a.m. at Reagan National Airport.</span></span></span></div>
<span style="font-family: inherit;"><br />
<b><span class="st">Federal Aviation Administration (FAA) Transcript below:</span></b><br />
<br />
<u><span>14:07 (10:07am)</span></u><br />
<br />
<span>ntmo-e: sixteen south of Johnstown where they lost united ninety three and it was heading turning one four zero heading</span><br />
<br />
<span>doug: which will put him to what do you think</span><br />
<br />
<span>ntmo-e: uh I guess that put him down coming right just west of Dulles</span><br />
<br />
<span>doug: ok</span><br />
<br />
<br />
<span><b>SUMMARY:</b><br /> </span><br />
<span>Flight 93 switched on the transponder at 10:05 a.m. (two minutes after the "official" crash time), and the transponder indicated an altitude of 8200 ft. It was also heading southeast. One minute later, at 10:06 a.m., radar contact
with Flight 93 is lost, at the position 39,51 north, 78,46 west. This
point is about 15 miles southeast of the "official" crash site and around 15 minutes flying time from Washington D.C.</span></span><br />
<br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhUSj8Xb-XXJTpwcLLgrDU6TSN-AEqyogJhBThZhsa64gaJyIHDr7QWt1rsx2Kd9R0aA6FAB3b6PzYCZRTGJMXnubmPdcn8AgdyLfncFpWnbOfGSgoS7p8dRkNuovaxAfbeql2eHSmrZQ/s1600/ATC+Coordinates+Flight+93+and+Crash+Site+Measurements.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="661" data-original-width="1067" height="248" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhUSj8Xb-XXJTpwcLLgrDU6TSN-AEqyogJhBThZhsa64gaJyIHDr7QWt1rsx2Kd9R0aA6FAB3b6PzYCZRTGJMXnubmPdcn8AgdyLfncFpWnbOfGSgoS7p8dRkNuovaxAfbeql2eHSmrZQ/w400-h248/ATC+Coordinates+Flight+93+and+Crash+Site+Measurements.jpg" width="400" /></a></div>
<br />
<span style="font-family: inherit;"><span>All the evidence points to Flight 93 landing at Reagan National Airport at 10:28 a.m. I will outline in more detail evidence to support this in my following blogs about Flight 93.</span><br />
<br /></span><br /></div>
Mark Conlonhttp://www.blogger.com/profile/16886787125931324069noreply@blogger.com0tag:blogger.com,1999:blog-21091296366336430.post-33767175848507267072018-07-24T12:55:00.007+01:002024-03-13T21:12:44.280+00:00Simon Shack's - 9/11 September Clues Forum "Disinformation" Psy-Op Network<div style="text-align: center;">
</div>
<div style="text-align: center;">
<span><span style="font-family: inherit;">By Mark Conlon</span><br /><br /></span><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgVvSNGGZhlVbndfxw4fy3LJE-giArzAzbhX_Go390lkFf7l4mtfgtD9hrfy_Vl96BSO7F412BSeUTtLg9si1e2l2p6y-1iKt-tP45NQtC5OoAFwb_E7wFp-gtjda69C4eVDUkCZM8aJqZYXfV5DYggENVOKfvVQWAF9ayiBzI9CVA7hTvEF2gL_mI/s1241/SCForum.jpg" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="699" data-original-width="1241" height="225" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgVvSNGGZhlVbndfxw4fy3LJE-giArzAzbhX_Go390lkFf7l4mtfgtD9hrfy_Vl96BSO7F412BSeUTtLg9si1e2l2p6y-1iKt-tP45NQtC5OoAFwb_E7wFp-gtjda69C4eVDUkCZM8aJqZYXfV5DYggENVOKfvVQWAF9ayiBzI9CVA7hTvEF2gL_mI/w400-h225/SCForum.jpg" width="400" /></a></div></div><span><br />
<span style="font-family: inherit;"><span face=""verdana" , sans-serif">I edited this short video together which was made by someone else which was a much longer version. The creator exposes Simon Shack promulgating "false" information in his September Clues forum. Shack claims the video and photographs are all fake on 9/11, however this video shows how he exploits parallax and different viewing perspectives and also different times in motion to promote video and photographic fakery. </span><br />
<span face=""verdana" , sans-serif"></span><br />
<span face=""verdana" , sans-serif">Shack even tries to claim that a piece of video footage from the Bataclan attack had a "missing door" in it, which was provably false. </span><br />
<span face=""verdana" , sans-serif"></span><br />
<span face=""verdana" , sans-serif">This video appears to demonstrate attempts by Simon Shack to implant and promote misinformation. </span><br />
<span face=""verdana" , sans-serif"></span><br />
</span></span><div style="text-align: left;">
<span style="font-family: inherit;">See video below: </span></div>
<div style="text-align: center;">
<br />
<iframe allowfullscreen="" frameborder="0" gesture="media" height="180" src="https://www.bitchute.com/embed/6MjCGogBK29p/" width="320"></iframe>
</div>
<br />
<span style="font-family: inherit;"><span face=""verdana" , sans-serif">Thank you for watching!</span>
<br /></span>
<br />Mark Conlonhttp://www.blogger.com/profile/16886787125931324069noreply@blogger.com0