Exposing Falsehoods and Revealing Truths
Here's the latest from Pilots for 9/11 Truth, which continues to make major contributions to the study of 9/11. A more accurate subtitle might be, "No Evidence Linking FDR DATA to a Plane (Allegedly Flight 77) that Hit the Pentagon"
Flight Data Expert Confirmation: No Evidence Linking FDR Data to American 77
FDR Data Exceeds Capabilities Of A 757, Does Not Support Impact With Pentagon
(PilotsFor911Truth.org) - Flight Data Recorder Expert Dennis Cimino has confirmed that the data being provided through the Freedom Of Information Act (FOIA) by the National Transportation Safety Board (NTSB) is missing crucial information, which according to Dennis, should be present and link the data to a specific aircraft and fleet. The NTSB provided three sets of data through the FOIA for what they claim is from American 77, N644AA. A csv file, an animation reconstruction and a raw data file. Rob Balsamo of Pilots For 9/11 Truth along with numerous other aviation experts, including trained Aircraft Accident Investigators have analyzed these files and determined they do not support an impact with the Pentagon. The data also exceeds the design limitations and capabilities of a standard 757 by a wide margin. This is based on data, precedent and numerous verified experts, including those who have actual flight time in the aircraft reportedly used for the 9/11 attacks (See - "Flight Of American 77", "9/11: Attack On The Pentagon" and "9/11: World Trade Center Attack" at Pilotsfor911Truth.org for full detailed analysis and interviews).
One file in particular, the compressed binary raw file alleged to be a direct data dump from the Flight Data Recorder, was recently analyzed by an alleged computer expert. He has claimed to decode 4 more seconds worth of data, above and beyond the NTSB decode, although the "additional" data has not been verified by anyone. The claim was made that the reason the NTSB did not decode this "additional" data is because the software used by the NTSB, along with the software used by the manufacturer of the FDR (L3 Communications), has an alleged "bug". If correct, this has grave consequences for Flight Safety as Flight Data is used in the promotion of safe flight through changes in regulation and procedure. The NTSB and L3 have been contacted, along with an Aviation Safety Report being filed with NASA. There hasn't been any reply confirming such a "bug".
A paper was recently published by the mentioned computer "expert" along with an alleged Chemist as the authors. They claim the extra 4 seconds support an impact with the Pentagon. They base this claim on a Radio Altimeter parameter in which the NTSB has listed as "Not Working or Unconfirmed" in the NTSB FDR Report(1). When cross-checked with the "Working and Confirmed" Primary Altimeter True Altitude data, the aircraft is still too high to hit the Pentagon(2). This can only mean that the Radio Altimeter was measuring from an object above ground level.
Radio Altimeters do not guarantee measurement from the ground. The device measures whatever object you are flying over within a certain range (a building, trees... etc). The tracking capability of the Radio altimeter is 330 feet per second, or a little under 200 knots(3). According to the data, the aircraft was traveling at a speed of 460-480 knots. Well outside the limits of the Radio Altimeter tracking capability, not to mention well outside the capabilities of a standard 757.
It is interesting that the authors, editors and Journal in which the above mentioned paper is published is highly critical and skeptical of the National Institute Of Standards And Technology (NIST) data and reports with respect to the collapse of the World Trade Center, yet is now attempting to use unverified data from another government agency to support the government story regarding a Pentagon impact. Motives are even more puzzling especially when the NTSB data in fact does not support an impact while exceeding the performance limitations and capabilities of a standard 757 as set by the manufacturer based on wind tunnel and flight testing, by a wide margin. This is also corroborated by precedent. It is also clear the paper was not reviewed by any aviation expert prior to publish, as it is littered with speculation and gross errors. For more information regarding this paper and the numerous errors it contains, please see the discussion at the Pilots For 9/11 Truth Forum(4).
FDR Expert Dennis Cimino further goes on to state:
Dennis Cimino experience and qualifications:
[I]t just all comes down to two data fields being zeroed out. no tickee, no laundry. without those, there can... never be any linkage of the FDR to an 'N' number in the F.A.A. registry. not because the 'N' number is in the AC ID field, but the AC ID FIELD number is directly traceable to an N-Number in the F.A.A. registry, and the FLEET ID shows which carrier it went to.
[T]hose missing, that [data] could come from anywhere...
[N]obody flies boxes with that data zero'ed out or missing. without this data in the CPM [Crash Protected Memory], in the preamble, there can be no linkage to an aircraft N-Number.
I saw that on the first look.... the test person who extracted that data should have seen the NO ACFT ID and NO FLEET ID and said; "oh, this is such bullshit" and then asked his supervisor why they were asking him to decode BULLSHIT.
Commercial Pilot Rating, since 1981
Navy Combat Systems Specialist: RADAR, ECM, cryptographic communications
Flight Data Recorder Engineer Smiths Aerospace
BA-609, IDARS, Military and Commercial
Millimeter wave RADAR and countermeasures expert since 1973
Two patents held for Doppler RADAR ( Kavouras ):
long pulsewidth RADAR droop compensation network,
and wave guide arc detection for high powered RADAR