NEVER FORGET: Pilots for 9/11 Truth confirm Flight 175 Impossibilities and Other Anomalies

Jim Fetzer

[Editor’s note: As we approach the 18th observance of 9/11, I am republishing several blogs that make important points every American needs to understand. This blog was originally published 22 July 2018 under the title, “Pilots for 9/11 Truth: The Missing Memorandum”, and addresses the impossible portrayal of the 9/11 aircraft in New York City, which many find difficult to understand.]

As a resource for Robert David Steele in the production of his series, “Memorandums for the President on 9/11”, I have made quite a few recommendations of experts who could make their own important contributions. Among those I have suggested was Rob Balsamo, Co-Founder of Pilots for 9/11 Truth, which has made highly significant discoveries that never received the recognition that they deserve.
Pilots for 9/11 Truth concluded that Flight 175 would have come apart in the air at that speed and altitude. See “9/11 Intercepted” (below].
Rob, however, was ambivalent about contributing, emphasizing that Pilots wants nothing to do with (what has been called) “no planes theory”, in spite of the fact that Pilots have adduced proof that two of the planes, Flight 93 (Shanksville) and Flight 175 (South Tower), were still in the air after they had “officially” crashed in New York and Pennsylvania. “No planes” theory is defined by four theses:
(T1) that Flight 11 did not hit the North Tower;
(T2) that Flight 77 did not hit the Pentagon;
(T3) that Flight 93 did not crash at Shanksville;
(T4) that Flight 175 did not hit the South Tower.
We already have memoranda from an Aeronautical Engineer, “Memorandum for the President: No Boeing 757 Hit the Pentagon”, and from John Lear, “Memorandum for the President: 9/11 Twin Towers were Not hit by Nor destroyed by two Boeing 767s”, which establish theses (T1), (T2) and (T4). My belief was that Pilots could confirm (T3) and (T4) as a valuable contribution to the series.
Because Rob was reluctant, I suggested I could draft a memorandum for his consideration, but after a few days deliberation, he decided against it. Since my draft was based upon and simply paraphrased the content of three of Pilots’ previously publish studies, I was rather taken aback. Here is the draft memorandum. I would welcome comments or speculation as to why Rob refused to endorse it.
The situation is completely absurd since I had secured the FAA registration records for Flights 93 and 175 and discovered that they were not formally deregisters (or taken out of service) until 28 September 2005, which–since Flights 11 and 77 were not even scheduled to fly that day–how can planes that were not in the air have crashed on 9/11? and how can planes that crashed on 9/11 have still been the in air four years later?

 

Rob Balsamo, Memorandum for the President: We Have Not Been Told the Truth About 9/11 Attack Airplanes
Dear Mr. President,
Pilots for 9/11 Truth, an organization of aviation professionals and pilots through the globe, was founded in 2006 to seek the truth surrounding the events of 9/11. While we do not offer a theory or assign blame for the atrocities that occurred on that occasion, we have discovered a number of anomalies of which we believe you ought to be made aware. Here, I mention three.
Impossible Speed
Much controversy has surrounded the videos of (what purports to be) Flight 175, a Boeing 767, approaching the South Tower. We have analyzed data provided by the National Transportation Safety Board (NTSB) in terms of a “Radar Data Impact Speed Study” in which the NTSB found 510 knots for Flight 175 (South Tower) and 430 knots for Flight 11 (North Tower). Relying upon a bench mark set by the crash in October 1999 of another 767, Egypt Air 900, Flight 175 as shown had exceeded its maximum operating limits causing in-flight structural failure, which would also have been the case for the WTC aircraft, as we have illustrated in our documentary, “9/11 Intercepted”.
Flight 93 Airborne After Crash
Air Traffic Control (ATC) transcripts reveal United 93 as being airborne after its alleged crash in Shanksville, PA. Similar scenarios have been offered with regard to American 11 and American 77, showing an aircraft target continuing past its alleged crash point in the case of American 11 or past its turn-around point in the case of American 77. Both of those cases can be explained by “Coast Mode” radar tacking. That is not the case with United 93, where tracking data shows it was over Champaign-Urbana, IL, after its reported crash in Pennsylvania. FAA Registration Records further show that it was not formally taken out of service until 28 September 2005.
Flight 175 Airborne Long After Crash
Aircraft Communications Addressing and Reporting System (ACARS) is used to send messages to and from aircraft. Similar to text messaging and email systems used today, developed in 1978 and still in use today, it allows airplanes to communicate with one another. ACARS messages obtained through FOIA requests demonstrate that Flight 175 was over Harrisburg, PA, and then over Pittsburgh, PA 20 minutes after allegedly having hit the South Tower. FAA Registration data, once again, show that the plane was not taken out of service until 28 September 2005.
Pilots does not take a position on the explanation for the data other than to conclude that we have determined the actual positions of Flights 93 and 175 are inconsistent with The Report of the 9/11 Commission (2004) and believe we are professionally obligated to so inform you.
Very respectfully,
DECLINED
References:
“Speeds Reported for World Trade Center Attack Aircraft Analyzed”, http://pilotsfor911truth.org/WTC2.html
“United 93 Still Airborne After Alleged Crash – According to ATC/Radar”, http://pilotsfor911truth.org/UAL93.html
“ACARS Confirmed: 9/11 Aircraft Airborne Long After Crash”, http://pilotsfor911truth.org/WTC2.html  Jeff Prager was among the first to point out and where recent estimates have placed the number affected at close to 70,000.
For those who regard characterizing A&E911 and Judy Wood and DEWs as “limited hangouts”, the argument is straightforward. We have three major problems to solve about 9/11: the WHO, the HOW and the WHY. Both of those organizations only address the HOW and refuse to explain the WHO or the WHY. That is simply absurd for 9/11 Truth organizations. Only Scholars for 9/11 Truth addresses all three.
AMERICA NUKED ON 9/11: Compliments of the CIA, the Neocons in the DOD and the Mossad (2016) lays out the evidence in detail. But we make no claims to infallibility–and the best test of the validity of our case is critical attempts to refute it, which can be accomplished if we make this book the target for scrutiny and criticism and thereby advance the cause of exposing 9/11 Truth.
Jim Fetzer, a former Marine Corps officer, is McKnight Professor Emeritus at the University of Minnesota Duluth and the founder of Scholars for 9/11 Truth.
For the best research, go to moonrockbooks.com, your “conspiracy catalogue” of collaborative research from experts on each event.
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