Skygate 911 is one of many independently produced conspiracy theory films released in the aftermath of the September 11th attacks that questions whether the United States government played a role in its own country's greatest modern tragedy. Produced by a group called Pilots for 9/11 Truth, Skygate 911 considers the events of 9/11 from the perspective of aviation professionals.
The filmmakers defer to their audience to act as a jury for the case they make as they call into question the accepted narrative of 9/11. Considering the events of that day resulted in the two longest running wars in US history, they compellingly argue that the following questions warrant serious consideration: Is the government offering supporting evidence for their claims? Is the evidence the government has offered sufficient for their actions? Does the evidence conflict with their story? And has the evidence proven beyond a reasonable doubt justification for their actions at home and across the globe?
By analyzing the physical structure of the planes, take off time from the airport, speed of flight, and supposed location of the different black boxes, the filmmakers pick apart the data that has previously been cited as evidence in support of the 9/11 Commission Report.
The film itself serves as a slightly more sophisticated PowerPoint presentation, leaning heavily on the Ken Burns effect with the camera slowly zooming in and panning around spreadsheets, documentation, infographics, and maps, with a peppering of stock footage thrown in here and there. The narration is even-toned and matter-of-fact, and the simplicity in production helps the filmmakers make their plea for a fresh, independent investigation into 9/11 in a way that lands as rational and informational rather than emotional. By examining the various aviation-related elements of the 9/11 attacks the film offers a unique angle on a topic that has been scrutinized for going on fifteen years.
Skygate 911 challenges the American government's narrative of the 9/11 attacks, adding one more voice to the existing cacophony of skepticism by presenting their materials to their audience as if it were an actual court case.
The filmmakers defer to their audience to act as a jury for the case they make as they call into question the accepted narrative of 9/11. Considering the events of that day resulted in the two longest running wars in US history, they compellingly argue that the following questions warrant serious consideration: Is the government offering supporting evidence for their claims? Is the evidence the government has offered sufficient for their actions? Does the evidence conflict with their story? And has the evidence proven beyond a reasonable doubt justification for their actions at home and across the globe?
By analyzing the physical structure of the planes, take off time from the airport, speed of flight, and supposed location of the different black boxes, the filmmakers pick apart the data that has previously been cited as evidence in support of the 9/11 Commission Report.
The film itself serves as a slightly more sophisticated PowerPoint presentation, leaning heavily on the Ken Burns effect with the camera slowly zooming in and panning around spreadsheets, documentation, infographics, and maps, with a peppering of stock footage thrown in here and there. The narration is even-toned and matter-of-fact, and the simplicity in production helps the filmmakers make their plea for a fresh, independent investigation into 9/11 in a way that lands as rational and informational rather than emotional. By examining the various aviation-related elements of the 9/11 attacks the film offers a unique angle on a topic that has been scrutinized for going on fifteen years.
Skygate 911 challenges the American government's narrative of the 9/11 attacks, adding one more voice to the existing cacophony of skepticism by presenting their materials to their audience as if it were an actual court case.
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TVTranscript
00:00The American Pronunciation Guide Presents
00:08The American Pronunciation Guide Presents
00:15The American Pronunciation Guide Presents
00:22of counter-terrorism in an incident like this.
00:27Over the years, many individuals have questioned the official narrative and explanations
00:32being offered by the 9-11 Commission and other government agencies.
00:37Initially, an investigation of the events was resisted by those in power.
00:42If it weren't for the determination of some very tough women, who wouldn't take no for an answer,
00:47a 9-11 Commission would have never existed.
00:52But did a real investigation take place? Was any evidence offered?
00:57Many critics of the 9-11 Commission report,
01:02including those who sat on the Commission, have voiced their concerns over the years,
01:07poking large holes in the narrative offered.
01:12Omissions and distortions. A whitewash. Deceptions. Cover-ups.
01:17These are the words often repeated when referring to such a report.
01:22Evidence for claims made is lacking.
01:27In May of 2006, Rob Balsamo was viewing a breaking news broadcast
01:32describing the release of the Department of Defense five-frames video of the Pentagon attack.
01:37Glenn Beck claimed,
01:42you can see a plane in five seconds, or a naked Michael Moore headed for the buffet,
01:47and that this tape should put all those conspiracy theories to rest.
02:04Rob Balsamo was puzzled, as he could not see any 757.
02:09He asked himself if there were still unresolved questions regarding 9-11.
02:14So he started poking around on the Internet,
02:19trying to find resources to support the story he'd been told by his government.
02:24He didn't want to believe that elements of the U.S. government may have had a hand in the attacks of 9-11,
02:29and was on a mission to set the record straight,
02:34Certainly elements within the U.S. government at such levels
02:39would never even propose such absurdity.
02:44Mr. Balsamo first came across Operation Northwoods,
02:49a proposal offered by the Joint Chiefs of Staff to stage terrorist attacks in the U.S.
02:54and blame it on Cuba as justification for war with Cuba.
02:59How could elements of society could rise to such high levels of government,
03:04and then make such absurd proposals?
03:09President Kennedy refused such a proposal,
03:14and everyone now knows the controversy surrounding John F. Kennedy's death.
03:19Consider that 9-11 Commission Chairman Thomas Kean said,
03:24Yet less than 40 years prior,
03:29elements of our own government imagined perpetrating such an event.
03:34In late summer of 2006,
03:39Rob Balsamo co-founded Pilots for 9-11 Truth
03:44to formally conduct research on the aviation-related topics of 9-11.
03:49Pilots for 9-11 Truth first received a copy of the flight data recorder
03:54from the National Transportation Safety Board,
03:59claimed to be from American Airlines Flight 77,
04:04the aircraft which is alleged to have caused the damage at the Pentagon.
04:09Certainly this data would show definitive proof of the attack.
04:14Government agencies have refused to support the official narrative,
04:19usually through lengthy Freedom of Information Act requests,
04:24with many forced by appeals.
04:29Government agencies have also refused to provide evidence for their claims,
04:34or they claim such evidence does not exist to support their story.
04:39Government policy has handed down
04:44a virtual death sentence for many,
04:49based on the arguments offered in the official narrative of 9-11.
04:54Does the government story prove it's a case beyond
04:59and to the exclusion of any reasonable doubt?
05:04We would hope so,
05:09given all the changes in domestic and foreign policy restricting freedoms,
05:14two wars which have proven to be the longest in American history,
05:19and the millions dead and mounting.
05:24Evidence is based on government reports,
05:30Questions asked are,
05:53Expert witnesses will also be offered.
05:58Are the only witnesses who are allowed to give their opinions
06:03based on their expertise in a court of law?
06:08All of the evidence to be presented here, except for one topic,
06:13is admissible in a court of law,
06:18if only a judge would be willing to look at the evidence
06:23and refer it to the Pentagon.
06:33Exhibit A
06:43The flight data and cockpit voice recorders were claimed to have been recovered
06:48in the early morning hours, three days after 9-11.
06:52However, contradictory reports of where the black boxes were found are analyzed and covered
06:58by pilots for 9-11 Truth.
07:01One report claims the boxes were found at the entrance hole, while the other claims
07:05the boxes were found at the exit.
07:08The FDR data was provided to the public through the Freedom of Information Act, but the CVR
07:15was denied and claimed to be destroyed.
07:21The FDR files, supplied through the Freedom of Information Act, have a create data which
07:27shows the files were created before the black boxes are claimed to have been found.
07:32The FDR RAW file says it was created on September 13th at 11.45pm, but the black boxes weren't
07:40found until September 14th, shortly before 4am in the morning, several hours later.
07:47Is this proof beyond a reasonable doubt?
07:51The chain of custody is certainly in question, but let's see what the data contains since
07:56the government agencies claim it is from American 77, and such data can be admitted into a court
08:03of law.
08:05Hopefully, the data itself will at least support their story, as it should.
08:12Analyzed in pilots for 9-11 Truth film, Flight of American 77, it has been determined the
08:19data provided by the NTSB does not support an impact at the Pentagon.
08:25The aircraft data shows too high to hit the Pentagon, vertical speeds too great to be
08:30level across the lawn, as seen in the DoD 5 frames video, pitch angles which do not
08:37coincide with the lack of damage to the foundation of the Pentagon, hypothetical scenarios based
08:45on the data, topography, and obstacles analyzed by expert witnesses Captain Rob Balsamo and
08:52aeronautical engineer Jeff Lattis demonstrate the maneuvers are not possible for a standard
08:58757 through aerodynamics.
09:02Flight data recorders are used to determine flight safety, and are extremely accurate.
09:07If the government story we have been told were accurate, the FDR should support the
09:12narrative.
09:14Pilots for 9-11 Truth have contacted the NTSB and the FBI, questioning such data conflicts
09:21with the government story.
09:24The NTSB and FBI refuse to comment.
09:28I have no comment on...
09:30Both of the phone recordings with the NTSB and FBI can be found in the Pilots for 9-11
09:35Truth presentation, Flight of American 77.
09:41Pilots for 9-11 Truth went further to determine if the data is linked to N644AA, a standard
09:48Boeing 757, the aircraft claimed to be dispatched as American Airlines Flight 77.
09:55We already know the chain of custody for the data is dubious, an understatement to
10:00be sure, but the data itself should link to N644AA.
10:06After consulting with FDR experts, aircraft ID and fleet ID parameters in the FDR data
10:12are the first parameters an FDR analyst and expert or aircraft accident investigator looks
10:18at to determine from what specific aircraft the data was produced.
10:24After reviewing the data, these parameters are missing.
10:27Such missing parameters would be a huge red flag for any FDR analyst looking at such data.
10:34Combined with the missing fleet ID and aircraft ID parameters, the serial and parts numbers
10:39to the black boxes are also missing.
10:42This is unprecedented.
10:44There is no evidence linking the data back to N644AA, the flight alleged to be dispatched
10:51as American 77.
10:53This creates tremendous doubt with respect to what we've been told by the government.
10:59This data is admissible in a court of law.
11:04Exhibit B, departure gate and latitude-longitude coordinates based on data.
11:09It has been reported that American Airlines Flight 77 departed Washington Dulles International
11:15Airport at approximately 0820 a.m. on the morning of September 11, 2001, allegedly from
11:22Terminal Concourse D, Gate 26.
11:26Does the flight data recorder positional data provided by the National Transportation Safety
11:31Board support such a claim?
11:35This illustration is a diagram of Dulles Concourse D and their respective gates.
11:40It shows Gate D26 on the southwest corner of the terminal.
11:46This is the raw latitude-longitude plot based on the information as seen in the raw flight
11:51data recorder file provided by the NTSB.
11:56As you can see, there is an offset from the runway during departure.
12:00This is further evidence which we will get into a bit later.
12:04The system generating this data is called an inertial reference system or IRS.
12:11Color coding is recognized as green is the parking spot the night before engine off,
12:17red is engine start after pushback, yellow M2 is forward movement into a turn, red M3
12:26is radio altitude at 3 feet, first indication of liftoff from the runway.
12:33After adjusting the latitude-longitude offset, the positional data has the aircraft departing
12:39a gate further east of Gate D26 and on the north side of the concourse.
12:50On closer inspection, according to government reports, American Airlines Flight 77 departed
13:00Gate D26 from Dulles International Airport.
13:06The data provided by the NTSB does not support such a pushback.
13:11This creates more doubt with the government narrative of events.
13:16This evidence too is admissible in a court of law.
13:21Exhibit C, Data Frame Layout.
13:24Pilots for 9-11 Truth have been provided many files through the Freedom of Information Act.
13:30One file in particular, a raw flight data recorder file which is described as a direct
13:35download from the flight data recorder, contains code which needs to be decoded for a proper
13:42readout in a spreadsheet such as Excel.
13:46In order to decode such data, a data frame layout is required.
13:51Derived from a generic Boeing data frame layout, American Airlines provided its own custom-made
13:57data frame layout which was designed for decoding data from aircraft within the American Airlines
14:02fleet based on airline needs exclusive to American Airlines.
14:08The custom-made American Airlines data frame layout was unable to decode the data in full
14:13and in some instances, neither the American Airlines data frame layout nor the generic
14:18Boeing data frame layout were able to be utilized in decoding the data.
14:24Why would American Airlines develop their own custom data frame layout if it cannot
14:28decode data from their aircraft?
14:31Or perhaps the data being provided is not from an American Airlines jet?
14:36More doubt of what we've been told.
14:40Pilots for 9-11 Truth also found there's no evidence suggesting a hijack had occurred.
14:46A flight deck door parameter shows the door closed for the entire flight.
14:51No evidence has been provided thus far which shows the flight deck door open in order to
14:56facilitate a hijack.
14:58Once again, the data does not support what we've been told.
15:06Exhibit E. Departure Gate and Full Alignment.
15:10As we have discussed, according to government reports and recordings, American Airlines
15:15Flight 77 departed from gate D-26 at Dulles.
15:19However, when the latitude-longitude data is adjusted for the 3,000-plus-foot offset,
15:25the data shows a departure from a gate other than D-26.
15:30American Airlines requires a full alignment, as opposed to a fast alignment, prior to every
15:37flight, with the pilots physically inputting the latitude-longitude coordinates of the
15:41gate provided by navigational charts into their navigational system.
15:48The aircraft should have never left the gate with such a large error within its navigational
15:53system.
15:55Although some aircraft have the ability to update its position in flight, an update is
16:00very different from an alignment.
16:02Any updates in flight will not be accurate if the initial alignment was not achieved
16:07at the gate.
16:10Expert witnesses and American Airlines captains, including captains and pilots from other airlines
16:16and not affiliated with pilots for 9-11 Truth, had this to say after viewing the latitude-longitude
16:23offset shown in the data.
16:53Again, the data does not support the government's story when it should.
17:18Exhibit F, Auto-alignment and GPS
17:24Military aircraft were equipped with GPS, global positioning systems, long before GPS
17:30was offered for commercial use.
17:33When equipped, they can auto-align the inertial reference system.
17:37N644AA, American Airlines Flight 77, was not equipped with a GPS.
17:45The aircraft was built in 1991, long before GPS was used as a primary navigational aid
17:51for navigation.
17:53However, when one looks through the data, it shows a GPS as operational.
17:59How can a GPS be OPER if the data is reported to come from an aircraft which doesn't have
18:05a GPS?
18:10The data shows that the latitude-longitude plots auto-align with radar plots in flight
18:16after departure.
18:18American Airlines 757 aircraft do not have the capability of in-flight alignment, nor
18:24would such an aircraft depart with such a large error and an IRS as its primary source
18:30for navigation.
18:32It is impossible for an IRS-equipped American Airlines jet to get accurate position information
18:39if the system was not aligned at the gate.
18:44The aircraft needs to be stationary for proper alignment or else the navigational device
18:49will have large errors and could perhaps be fatal.
18:53According to American Airlines 757-767, Captain Ralph Kolstad, who has actual flight time
19:00in N644AA, if the inertial reference system, IRS, is lost in flight or shows large errors,
19:10an emergency has to be declared.
19:13The aircraft is required to sit stationary for more than 10 minutes in order to obtain
19:18a full alignment of the inertial reference system prior to every flight.
19:24This claim is supported by the American Airlines 757-767 Operating Manual Pre-Flight Checklist
19:31as well.
19:33How can an auto-align occur airborne if American Airlines aircraft do not have this capability,
19:39nor a GPS?
19:42This is more evidence demonstrating the data did not come from an American Airlines jet
19:48and is admissible in a court of law.
19:55Exhibit G. No Forensic Evidence.
20:01The limited number of aircraft parts found at the site were never identified as coming
20:06from N644AA.
20:09The FBI claims there was no reason to identify the parts, as they never felt the aircraft
20:15identity was in question.
20:17DNA analysis was claimed to be performed, however DNA evidence does not determine aircraft
20:23identification.
20:25DNA evidence determines the person who the DNA belongs to.
20:31It does not determine the performance of an aircraft, nor what type of parts may or may
20:35not have been installed on an aircraft, or any modifications which may or may not have
20:40taken place.
20:42DNA chain of custody is also in question.
20:51Citizen investigators have taken it upon themselves to record and gather witness statements first-hand.
20:58Many witnesses, including Pentagon police officers, observed the aircraft which is claimed
21:03to have caused the damage at the Pentagon, on a path which is physically and aerodynamically
21:08impossible to have caused the damage for any conventional aircraft.
21:15Citizen investigation team interviewed witnesses and crucial vantage points to the attack.
21:20All of them corroborate each other as observing the aircraft on a flight path which is irreconcilable
21:25with the damage.
21:28Additional analysis and recorded interviews can be found in Citizen Investigation Team
21:33National Security Alert and Pilots for 9-11 Truth, 9-11, Attack on the Pentagon.
21:41Some witnesses also state they saw the aircraft fly over the Pentagon immediately after the
21:46explosion at the building.
21:51These witnesses are certainly admissible in a court of law, and many have specified that
21:55they will testify.
22:01Pilots for 9-11 Truth also petitioned the NTSB for the flight data recorder information
22:06claimed to be from United Airlines Flight 93.
22:10A detailed analysis is presented in Flight of United 93.
22:18Flight Data and Cockpit Voice Recorder
22:23The flight data and cockpit voice recorders were claimed to have been removed.
22:28The FDR data was provided to the public through the Freedom of Information Act, but the CVR,
22:35the cockpit voice recorder, was denied.
22:38There is no evidence linking the data to the claimed aircraft.
22:42N591UA, a standard Boeing 757, dispatched as United 93.
22:50The serial numbers and part numbers are mysteriously absent.
22:55Again, this is unprecedented.
23:00Exhibit I, the NTSB flight path data and animation reconstruction.
23:07The NTSB approach path and altitude does not support eyewitness statements.
23:14All altitude data on the northern approach contradicts witness statements published by
23:19the New York Times.
23:21The impact angle according to flight data recorder does not support an almost vertical
23:27impact as the government story and crater suggests.
23:33Manoeuvres and aircraft manoeuvring are well outside the envelope of a standard 757.
23:39Such abrupt manoeuvring well above the manoeuvring speed of the aircraft will cause structural
23:44failure.
23:46This is what happened to American Flight 587 while making manoeuvres at departure speed.
23:52We will get more into the reasons for V speed set by the manufacturer and their definitions
23:58later.
24:01Exhibit J, environmental reports.
24:05Environmental analysis and reports found no soil contamination of jet fuel after testing
24:11five to six thousand yards of earth including three ground wells.
24:18The smoke plume photographed by a witness does not suggest a jet fuel rich explosion.
24:26Breaking news now, eyewitness news in Warwick where crews are cleaning up after an airplane
24:30fuel spill. We're told it happened at the North Star Aviation near T.F. Green Airport.
24:35A spokesperson tells us a truck was filling up an underground fuel tank when about twenty
24:40five gallons of it spilled. Workers had to evacuate the building. We're told workers
24:44were able to suck up most of the fuel and the D.E.M. is investigating.
24:50Yet no such contamination found when a 757 carrying thousands of gallons of jet fuel
24:57crashes into the earth.
25:05Exhibit K, no forensic evidence.
25:10Once again, the limited number of aircraft parts found at the site were never identified
25:15as coming from N-591UA.
25:19Contradictory reports place the parts in Iron Mountain, a facility described where the government
25:25hides its deepest secrets.
25:28There are dark secrets in the mountain too. The charred evidence from United Flight 93
25:33brought down by terrorists on 9-11 is heavily guarded in one of the underground vaults.
25:39It's no secret who their biggest client is.
25:42The biggest client by number of employees would be sections of the federal government.
25:48Yet the FBI claims the parts were given back to United Airlines two weeks after 9-11.
25:56Witnesses.
26:03Witness observations of the approach path contradict a northern approach as described
26:08by Popular Mechanics and the U.S. government.
26:12Several witnesses observed the aircraft approaching from the southeast over Indian Lake and from
26:18the south prior to witnessing the explosion.
26:22Parts found in New Baltimore, eight miles southeast of the crater, is a direct contradiction
26:28to the northern approach claimed by the U.S. government.
26:35There's an abundance of evidence with respect to the World Trade Center and its collapse.
26:40However, being aviation experts, pilots for 9-11 Truth stick to their expertise.
26:47Aviation.
26:50The speeds reported for the attack aircraft on the World Trade Center are excessive for
26:55a standard Boeing 767.
26:59The speed data for the alleged Pentagon and Shanksville aircraft are also excessive for
27:04a standard Boeing 757.
27:07This is not up for debate as the aircraft exceeded the maximum operating limits of standard
27:12Boeing 757 and 767 according to radar and data provided by government agencies.
27:21The details are analyzed in the pilots for 9-11 Truth presentation, 9-11 World Trade
27:27Center attack.
27:28However, more evidence has been gathered since.
27:32Speed analysis was done by the NTSB for the World Trade Center strike aircraft using radar
27:38from the surrounding New York City airports and from the radar evaluation squadron.
27:46Exhibit L, Flight Data and Cockpit Voice Recorder.
27:51The flight data recorder and cockpit voice recorders were alleged to have not been found
27:56in the World Trade Center rubble by the FBI, but witnesses claimed to have found the recorder
28:02and the NTSB has claimed to receive them according to journalist Dave Lindorf, all of which can
28:09be called to the stand in a court of law.
28:15Exhibit M, No Forensic Evidence.
28:19Once again, no forensic evidence has been offered by government agencies linking aircraft
28:25parts found at the World Trade Center site to the aircraft alleged to have crashed there.
28:33Exhibit N, Radar Data and Tower Impact.
28:37Since the flight data recorder data is unavailable for the World Trade Center strike aircraft,
28:44pilots for 9-11 Truth look to other data to determine if it supports the government narrative
28:49of events.
28:53More data analyzed by the NTSB alleges 510 knots for the aircraft which impacted the
28:59South Tower and 430 knots for the aircraft which is observed to strike the North Tower.
29:07The data for the North Tower impact does seem possible, but the South Tower impact is not
29:12possible for a standard 767.
29:18This is a typical V-G diagram used by pilots to determine aircraft performance.
29:24Each aircraft has its own V-G diagram or one can be constructed using the V-Speeds established
29:31by the manufacturer.
29:33As you can see, the flight envelope is defined by V-Speeds and G-Load limits.
29:39V-Speeds are set by the manufacturer based on wind tunnel and flight testing.
29:44G-Loads are set by standard limits set by the FAA for type aircraft.
29:51Manufacturers design a prototype, place it in a wind tunnel and test the airframe efficiency
29:56and performance.
29:59Maneuvering speed is noted as V-A. This speed is critical as any speed above V-A could cause
30:06structural damage or failure depending on maneuvering.
30:11Any speed below V-A and the aircraft will stall, thereby not jeopardizing the structural
30:17integrity of the airframe.
30:19V-A is mostly referred to as V-RA on large airliners.
30:24V-RA is Rough Air Penetration Speed.
30:29As a passenger, when aircraft enter turbulence, you probably notice the seatbelt sign turned
30:35on, perhaps an announcement made by the pilots, and then the aircraft slowing down.
30:41This is so they do not damage the airplane.
30:44The pilots are slowing down below the aircraft V-RA, Rough Air Penetration Rated Speed.
30:51V-RA for the 767 is 290 knots, 220 knots below the speeds reported for the airplane which
31:01was observed to strike the South Tower.
31:05The next speed is V-MO, the Maximum Operating Limit of the aircraft.
31:11This speed is determined through margin of safety calculations mandated by the FAA based
31:17on V-D.
31:18V-D is the end of the flight envelope and the start of the structural failure zone for
31:26every airplane certified.
31:29Jet pilots are not given the V-D speed of their aircraft in their performance books
31:34as the manufacturers do not want line pilots anywhere near the V-D for their airframe,
31:40and this is why.
31:44Manufacturers increase speeds during wind tunnel testing until buffeting is observed
31:49or other limits are reached, such as flutter, control issues with respect to center of gravity
31:55versus center of pressure, and so on.
31:59At the onset of these issues, V-D is then established for that particular airframe.
32:06Test pilots then go out to test the actual aircraft to see if they can really achieve
32:11those speeds.
32:12If experiencing the onset of the issues discussed prior to the V-D established in the wind tunnel,
32:19V-D is then lowered, thereby affecting and lowering the aircraft V-MO through safety
32:25margin calculations, or the airframe is modified to achieve a higher V-D with success.
32:31V-D is a hard limit, meaning there is no additional margin of safety above V-D.
32:38G-load limits do have a safety factor of 150% after manufacturer test, but as it concerns
32:45aircraft speed, V-D is the end of the flight envelope and the start of the structural failure
32:51zone.
32:53This does not mean an aircraft will fall apart, one not over V-D.
32:57However, many aircraft have suffered structural failure prior to V-D.
33:02A good example is American Airlines Flight 587.
33:07According to reports, the airplane lost its vertical stabilizer at departure speeds due
33:13to maneuvering.
33:18Some aircraft have also exceeded V-D, but not by much.
33:23Anyone who flies an aircraft beyond such a limitation is now considered a test pilot,
33:28as such speeds are never tested during certification.
33:32However, based on precedent, we can see the limitations set by the manufacturer are pretty
33:39accurate.
33:40In 9-11 World Trade Center attack, pilots for 9-11 Truth discussed the Egypt Air 990
33:47crash.
33:48It was determined that Egypt Air 990 suffered in-flight structural failure just 5 knots
33:55into the structural failure zone, as determined by Boeing and as defined by the Illustrated
34:00Guide to Aerodynamics.
34:03The aircraft, which was observed to hit the South Tower, was traveling 90 knots into the
34:09structural failure zone of a standard 767 and 150 knots over a standard 767 max operating
34:18limit.
34:31The aircraft was observed to remain in control and stable while diving 10,000 feet at 500
34:38to 550 knots for well over a few minutes, pulling Gs to precisely hit a target with
34:44a 25-foot margin for error each side of wingtip.
34:51There has never been an aircraft to have exceeded its maximum operating limitations by such
34:56a wide margin, over 150 knots.
35:00Its maneuvering speed by an even wider margin, more than 220 knots, pulled Gs, remaining
35:08in control, stable, or held together.
35:13Pilots for 9-11 Truth challenge anyone to find one positively identified aircraft that
35:19has outperformed its own limitations by such a wide margin and remained in control.
35:26Only one aircraft exists on the record and is available to show as precedent as having
35:31exceeded its standard limitations, a DC-8, which was modified.
35:39So how can such extreme performance reported for the 9-11 aircraft be explained?
35:45Well, either the speeds reported are wrong, in which case, you should think twice about
35:51flying into the New York City terminal area, as the speeds reported were calculated by
35:56the same radar used to assign speeds to aircraft departing and arriving the New York City area
36:02daily.
36:04If the speeds reported by the NTSB are inaccurate, aircraft would be running into each other
36:10on foggy days at all major hubs throughout the world using airport surveillance radar.
36:16The only other possibility is that the aircraft which was observed to strike the South Tower
36:22was modified to increase performance beyond the capability of a standard 767.
36:30The government story, once again, does not hold water.
36:37The U.S. government and government agencies have not provided any evidence to support
36:41their claims, yet there is a growing mountain of evidence which conflicts with their story.
36:48How can we draft legislation restricting freedoms at home on such a flimsy case with
36:53evidence to the contrary?
36:56How can we ask our brothers, sisters, mothers and fathers, sons and daughters to die in
37:01a war based on such a weak story lacking evidence, and in fact, evidence to the contrary?
37:10If American Flight 77 departed Gate D-26 from Dulles Airport, then this data came from a
37:16different source and not from American 77, tail number N644AA, as claimed.
37:25The aircraft which departed a gate north of the terminal is tracked all the way to the
37:29Pentagon based on latitude-longitude data and an in-flight alignment based on GPS.
37:36N644AA did not have this capability.
37:41This data came from an aircraft with more capability than American Airlines Flight 77.
37:47Some have argued the data could be fake, completely fabricated, and this certainly can be a possibility,
37:53especially given the fact that the file has a create date prior to the FDR recovery.
38:00This is only more reason to look closely at the data.
38:04If the data were fabricated, it is as alarming as being authentic due to the fact fabricating
38:10such evidence is a felony, especially when distributed through the Freedom of Information
38:15Act.
38:18All aviation related data provided through government agencies outperformed the alleged
38:22aircraft by a wide margin.
38:25Perhaps this is why the aircraft fleet and ID fields were missing from the data claimed
38:30to be from American 77?
38:33Why the black box serial numbers are missing?
38:35Why none of the aircraft were positively identified through aircraft parts allegedly
38:41recovered at the sites?
38:44Domestic and foreign policy restricting our freedoms.
38:47The government is required to provide evidence for their claims when handing down a virtual
38:51death sentence for millions across the globe, and since there is overwhelming evidence to
38:57the contrary, judges and Congress are required to grant subpoena power in the form of discovery
39:03so we can all determine the truth.
39:07Obama ran on a platform of transparency in government, yet we still do not have any answers,
39:13rather more restrictions on our freedoms, NSA spying on Americans, and continuing wars.
39:199-11, never forget, demand answers, prosecute the guilty, demand justice for the innocent.