Nothing Unusual About UA175 & UA93's Deregistration?

By Mark Conlon

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.

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. 

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: https://registry.faa.gov/aircraftinquiry/nnum_inquiry.aspx

Example 1:

28 December 1978; United Air Lines DC8; N8082U, flight 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.

https://registry.faa.gov/aircraftinquiry/NNum_Results.aspx?NNumbertxt=N8082U

Example 2:
  
Pacific Southwest Airlines 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. It was not cancelled until 14th April 1993. (Thanks to 'Conspiracy Cuber' for this "excellent" case example).

 
https://registry.faa.gov/aircraftinquiry/NNum_Results.aspx?NNumbertxt=N350PS&fbclid=IwAR0vXW5CzhNTscbkrX7tpBFt-3AhL070Zjay9Ln9IpYGm2Pezi4kfeVu204

Example 3:

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. www.aviationattorneys.com/national-content.cfm/Article/6366/Fed-Ex-Aircraft-Crash-Caused-By-Crew.html

So then visit the FAA Registry, enter the number, and this record pops up as of 17th April 2005:

N497FE is Assigned

Assigned/Registered Aircraft

Manufacturer Name BOEING
Model 727-232  Status Valid 

Registered Owner
FEDERAL EXPRESS CORPORATION

Example 4:

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. http://www.ntsb.gov/ntsb/brief2.asp?ev_id=20020107X00039&ntsbno=MIA02FA048&akey=1

An FAA Registry check on 10th March 2006 tells us:
 

N3525Y is Assigned

Assigned/Registered Aircraft

Model PA-31-350  Status Valid 

Registered Owner: TAURUS WINGS INC  

http://registry.faa.gov/aircraftinquiry/NNumSQL.asp?NNumbertxt=3525Y

Example 5:

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. http://www.ntsb.gov/ntsb/brief2.asp?ev_id=20011026X02150&ntsbno=SEA02FA008&akey=1

And yet the FAA record as of 10th March 2006 says:

N400EH is Assigned

Manufacturer Name BELL

Model 206L 

Status Valid
http://registry.faa.gov/aircraftinquiry/NNumSQL.asp?NNumbertxt=400EH

Conclusion:

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.