Flight 77
Flight path
Here you can see the altitude jump in one "blip" of flight explorer, from 17,000ft to 27,000ft.
Below, We see the plane going from 35,000ft,
down to 29,000ftback up to 31,200ft and climbing.
Why does the New York Times have information different from the official report?
This map, shows that flight 77 went well past Cleveland !
nytimes.com/library/national/nat_FLIGHT_1102_aa77.html (click on "2")
About 9" Plane turns back toward Washington somewhere west of Indiana. Radar contact is lost"
8:31:23 — Controller 3: American 77 ah climb climb and maintain flight level two niner zero
8:31:30 — AAL77: two niner zero American 77.
8:34:16 — Controller 3: American 77 turn twenty degrees right vector for your climb.
8:34:17 — Controller 3: American 77 turn twenty degrees right vector for your climb.
8:34:19 — AAL77: turn twenty right American 77.
8:37:33 — Controller 3: American 77 recleared direct Charleston climb and maintain cor
correction recleared direct Henderson sir climb and maintain flight level three niner zero.
8:37:39 — AAL77: direct Henderson out of two nine for three nine oh requesting three five
zero for a final American 77.
8:37:57 — AAL77: center American 77 you copy request for three five zero as a final.
8:38:03 — AAL77: three five zero for a final American 77 thank you sir.
8:39:30 — Controller 3: American 77 amend your altitude maintain flight level three three
zero for traffic.
8:39:36 — AAL77: American 77 stop at three three zero.
8:39:52 — Washington Air Route Traffic Control Center in Leesburg, Va: so who wants to talk
to American 77 Bobcat or Henderson
8:40:03 — Controller 3: American 77 contact Indy center one two zero point two seven.
8:40:06 — AAL77: twenty five seven American 77 thanks sir good day.
8:40:14 — AAL77: center American 77 with you level three three zero.
8:40:16 — Indianapolis Control, Henderson Sector Radar: American 77
Indy center roger sqauwk
three seven four three.
8:40:18 — AAL77: three seven four three American 77.
8:43:52 — Indianapolis Control, Henderson Sector Radar: American 77 climb and maintain
flight level three five zero.
8:43:54 — AAL77: thirty three for three five oh American 77.
8:47:20 — Indianapolis Control, Henderson Sector Radar: American 77 turn ten degrees to the
right vectors for traffic.
8:47:23 — Indianapolis Control, Henderson Sector Radar: American 77 turn ten degrees to the
right vectors for traffic.
8:47:23 — AAL77: ten right American 77.
8:47:33 — AAL77: ten right American 77.
8:50:48 — Indianapolis Control, Henderson Sector Radar: American 77 cleared direct um
Falmouth.
8:50:51 — AAL77: uh direct Falmouth American 77 thank you.
8:50:48 — Indianapolis Control, Henderson Sector Radar: American 77 cleared direct um
Falmouth.
8:50:51 — AAL77: uh direct Falmouth American 77 thank you.
http://billstclair.com/911timeline/2001/nyt101601d.html
Now look at the little blip in the Flight 77 path. It's not just on a
border, its on the apex of three ATC sectors - Cleveland, Indianopolis and
whatever the Washington one is.
Look at the big AVI of Flight 175 - it does a little dance on the border
between Boston and New York centers.
airgames.bravehost.com/maps.html
New confusion about AA77
Last week, the 9/11 commission claimed, that Lt. Col. Steve O'Brien, a
C-130 pilot from that morning of Sep11th,
claimed, he spotted the Boeing 757, and later reported, that it "crashed
into the Pentagon".
There is only one problem.
O'Brien would have been 17 miles away from Flight 93 when it crashed
,
and also followed and seen American flight 77 hit the Pentagon.
The 911 comission now says that the reason flight 77 dissapeared from radar, was a software anomaly.But there was also another technical error ? :
" The pilot was in contact with the air traffic control, and presumably hijackers bursting into the
cockpit and manually killing both pilots or wresting control, would take enough time for an experienced, a former Navy Captain, and Top Gun and
Vietnam veteran fighter pilot, to shout some kind of alarm. But the controller says, we were talking to him and all of a sudden it just [went
silent]." ( 8.56 - 8.58 )
So first a technical error knocks out the radio? And then a software anomaly make it dissapear from radar?
Kjell Roald
http://www.911review.org/Wiki/Flight77.shtml
http://billstclair.com/911timeline/2001/nyt101601d.html
At 9:00, American Airlines Executive Vice President Gerard Arpey learned that communications had been lost with American 77.This was now the second American aircraft in trouble. He ordered all American Airlines flights in the Northeast that had not taken off to remain on the ground. Shortly before 9:10, suspecting that American 77 had been hijacked, American headquarters concluded that the second aircraft to hit the World Trade Center might have been Flight 77. After learning that United Airlines was missing a plane,American Airlines headquarters extended the ground stop nationwide
At 9:29, the autopilot on American 77 was disengaged; the aircraft was at 7,000 feet and approximately 38 miles west of the Pentagon.59 At 9:32, controllers at the Dulles Terminal Radar Approach Control �observed a primary radar target tracking eastbound at a high rate of speed.� This was later determined to have been Flight 77.
At 9:34,Ronald Reagan Washington National Airport advised the Secret Ser vice of an unknown aircraft heading in the direction of the White House.American 77 was then 5 miles west-southwest of the Pentagon and began a 330-degree turn. At the end of the turn, it was descending through 2,200 feet, pointed toward the Pentagon and downtown Washington.The hijacker pilot then advanced the throttles to maximum power and dove toward the Pentagon
American Airlines Flight 77 FAA Awareness. American 77 began deviating from its flight plan at 8:54, with a slight turn toward the south.Two minutes later, it disappeared completely from radar at Indianapolis Center, which was controlling the flight.
The controller tracking American 77 told us he noticed the aircraft turn ing to the southwest, and then saw the data disappear. The controller looked for primary radar returns. He searched along the plane�s projected flight path and the airspace to the southwest where it had started to turn. No primary targets appeared. He tried the radios, first calling the aircraft directly, then the airline.Again there was nothing.At this point, the Indianapolis controller had no knowledge of the situation in New York. He did not know that other aircraft had been hijacked. He believed American 77 had experienced serious electrical or mechanical failure, or both, and was gone
Shortly after 9:00, Indianapolis Center started notifying other agencies that American 77 was missing and had possibly crashed.At 9:08, Indianapolis Center asked Air Force Search and Rescue at Langley Air Force Base to look for a downed aircraft.The center also contacted the West Virginia State Police and asked whether any reports of a downed aircraft had been received. At 9:09, it reported the loss of contact to the FAA regional center, which passed this information to FAA headquarters at 9:24
By 9:20, Indianapolis Center learned that there were other hijacked aircraft, and began to doubt its initial assumption that American 77 had crashed.A discussion of this concern between the manager at Indianapolis and the Command Center in Herndon prompted it to notify some FAA field facilities that American 77 was lost. By 9:21, the Command Center, some FAA field facilities, and American Airlines had started to search for American 77.They feared it had been hijacked. At 9:25, the Command Center advised FAA headquarters of the situation.
The failure to find a primary radar return for American 77 led us to inves tigate this issue further. Radar reconstructions performed after 9/11 reveal that FAA radar equipment tracked the flight from the moment its transponder was turned off at 8:56. But for 8 minutes and 13 seconds, between 8:56 and 9:05, this primary radar information on American 77 was not displayed to controllers at Indianapolis Center.142 The reasons are technical, arising from the way the software processed radar information, as well as from poor primary radar coverage where American 77 was flying.
According to the radar reconstruction,American 77 reemerged as a primary target on Indianapolis Center radar scopes at 9:05, east of its last known position.The target remained in Indianapolis Center�s airspace for another six minutes, then crossed into the western portion of Washington Center�s airspace at 9:10.As Indianapolis Center continued searching for the aircraft, two managers and the controller responsible for American 77 looked to the west and southwest along the flight�s projected path, not east�where the aircraft was now heading. Managers did not instruct other controllers at Indianapolis Center to turn on their primary radar coverage to join in the search for American 77.
In sum, Indianapolis Center never saw Flight 77 turn around. By the time it reappeared in primary radar coverage, controllers had either stopped looking for the aircraft because they thought it had crashed or were looking toward the west. Although the Command Center learned Flight 77 was missing, neither it nor FAA headquarters issued an all points bulletin to surrounding centers to search for primary radar targets. American 77 traveled undetected for 36 minutes on a course heading due east for Washington, D.C.
The Command Center kept looking for American 77. At 9:21, it advised the Dulles terminal control facility, and Dulles urged its controllers to look for primary targets. At 9:32, they found one. Several of the Dulles controllers �observed a primary radar target tracking eastbound at a high rate of speed� and notified Reagan National Airport. FAA personnel at both Reagan National and Dulles airports notified the Secret Service. The aircraft�s identity or type was unknown
http://vivisimo.com/search?input-form=simple&query=77&v%3Asources=911&v%3Aproject=911&x=43&y=7
The Associated Press
BEN-VENISTE: General, is it not a fact that the failure to call our attention to the miscommunication and the notion of a phantom flight 11 continuing from New York City south, in fact, skewed the whole reporting of 9/11? It skewed the official Air Force report, which is contained in a book called Air War Over America, which does not contain any information about the fact that you were following or thinking of a continuation of flight 11 and that you had not received notification that flight 77 had been hijacked?
ARNOLD: Well, as I recall, first of all, I didn't know the call signs of the airplanes when these things happened. When the call came that American 11 was a possible hijacked aircraft, that aircraft just led me to come to a conclusion that there were other aircraft in the system that were a threat to the United States.
BEN-VENISTE: General Arnold, surely by May of last year, when you testified before this commission, you knew those facts.
ARNOLD: I didn't recall those facts in May of last year. That's the correct answer to that.
In fact, as I recall, during that time frame, my concern was why did -- the question that came to me was, Why did we scramble the aircraft out of Langley Air Force Base, the F-16s out of Langley Air Force Base?
And there had been statements made by some that we scrambled that aircraft at a report of American 77, which was not the case and I knew that. And I was trying to remember in my own mind, what was it that persuaded us to scramble those aircraft.
And I thought at the time it was United 93. But as I was able to -- we did not have the times when we were notified of this. I did not have that information at that time.
http://wid.ap.org/transcripts/040617commission911_1.html
From: Carol A.
Valentine
Washington Post on Flight 77
Let's turn now to the Washington Post, one of the nation's loudest cheerleaders for the War on Islam. See "Pentagon Crash Highlights a Radar
Gap," (November 3, 2001), covering Flight 77.
http://www.washingtonpost.com/ac2/wp-dyn?pagename=article&node=&contentId=A32597-2001Nov2
American Airlines Flight 77 left Dulles Airport near Washington, D.C. at 8:10 a.m. and hit the Pentagon at 9:40. a.m. The Post states it disappeared
from radar screens at 8:50 a.m., when the "hijackers" turned off the transponder. But now the Post turns
attention to the FAA's ability to track the plane with conventional radar.
"The answers to the mystery of the aircraft's disappearance begin with the fact that hijacking took place in an area served by only one type of
radar, FAA officials confirmed ..."
The article goes on to say that "the radar installation near Parkersburg, W.Va., was built with only secondary radar -- called
'beacon-only' radar. That left the controllers monitoring Flight 77 at the Indianapolis center blind when the hijackers apparently switched off
the aircraft's transponder."
Flight 77's transponder was turned off at 8:56 a.m., eleven minutes after Flight 11 had hit the first tower of the WTC. Before Flight 11 crashed,
its transponder had been turned off. The non-working transponder on Flight 77 should have been a warning
of another impending disaster. When Flight 77's transponder was turned off, its location was as clear as a bell. Using mathematical calculations, it should
have been easy for the FAA to estimate a range for its probable location. And remember, NORAD would have
this information in real time. Flight 77 should have been easy to intercept.
Instead, Flight 77 was allowed to meander around the country for 45 minutes, unsupervised.
As the Canadian government might remind us, "NORAD uses a network of ground-based radars, sensors and fighter jets to detect, intercept and, if
necessary, engage any threats to the continent." Well, Canada, that's the general idea . .
.
The Washington Post of course neglects to mention that NORAD did not need transponders to track that plane; but still, the Washington Post was not
yet through with muddying the waters and diverting attention from NORAD.
"In the case of American Flight 77, it is unclear whether additional warning time would have changed anything. Military jets were scrambled after
controllers became aware of the hijacked aircraft, but the fighters could not get to the Washington area
in time," says the Post.
That's a dumb lie, even for the Washington Post. Andrews Air Force Base, home of Air Force One, is just 10 miles from Washington D.C. How long
would it take for Andrews jets, capable of flying at 1,200 mph plus, to get over Washington
D.C./Pentagon airspace?
Miami Herald on Flight 77
Now let's cut over to the Miami Herald's more believable September 14
story, "Who watched as flight plan was aborted?"
http://www.fpp.co.uk/online/01/11/WTC_AA77.html
or
http://www.Public-Action.com/911/miamihrld.html
"FORTY-five minutes. That's how long American Airlines Flight 77
meandered through the air headed for the White House, its flight plan
abandoned, its radar beacon silent. Originally bound for Los Angeles from
Washington, it got as far as the Ohio border before terrorists disabled the aircraft's transponder, a
piece of equipment that sends a signal back to control centers.
"It was about 9 a.m.
"At that moment, the north tower of the World Trade Center was
already in flames.
"Minutes later, a second airliner would crash into the south tower,
providing unmistakable evidence that the United States was under terrorist
attack.
"Meanwhile Flight 77 was turning around, streaking back east over
Virginia toward the White House and finally slamming into the Pentagon at 9:45
a.m.
"Who was watching in those 45 minutes? . . . Even with the
transponder silent, the plane should have been visible on radar, both to
controllers who handle cross-continent air traffic and to a Federal Aviation Administration command
center outside of Washington, according to air traffic controllers.
"The FAA, which handles air traffic control, would not discuss the
track of Flight 77 or what happened in air-control centers while it was in
flight. Neither would American Airlines."
Why won't the FAA and American discuss Flight 77's route? The damage
has already been done, and the pretext to make war on Israel's enemies has
already been provided. But while the Miami Herald quite properly notes the suspicious behavior of the
FAA and American Airlines, it does not breathe a word about NORAD's mission and
capabilities.
CBS vs. White House on Flight 77
White House spokesmen Ari Fleischer said that according to radar data
he had seen, Flight 77 was headed for the White House. CBS News publicly
disagreed with him, saying that's not what the recorded flight path showed. See "Primary Target,"
September 21, 2001,
http://www.cbsnews.com/now/story/0,1597,310721-412.00.shtml
or
http://www.public-action.com/911/cbsflight77
What was the source of Ari Fleischer's radar data? What was the source of CBS's radar data? We are not told. All this information comes from
anonymous sources.
Friends, some stuff happened on September 11. And some stuff didn't.
Radar provides objective evidence of the truth. Yes, someone's playing games
with Ari Fleischer's radar data. Someone's playing games with the FAA radar data. But no one is talking
about NORAD's radar data.
Time, Newsweek and US Today on Flight 77:
What Did The Radar Really Say?
O.K. We have established that even when its transponder was turned
off, Flight 77's journey would have been tracked by NORAD's conventional
radars and FAA conventional radar systems (Miami Herald, above). Flight 77's flight path should be no
great mystery. Nor should there be any mystery about the flight paths of the other
jets.
Shortly after 9-11, Time, Newsweek, and USA today published diagrams of the flight paths of the run away jets. You can see those diagrams
at:
http://www.Public-Action.com/911/4flights.html
In the copy below those diagrams, you will find a discussion of the many contradictions among the three. You will also notice that none of these
diagrams show Flight 175 disappearing from the radar screens somewhere between Newark and Philadelphia,
as United Airlines claims.
http://www.public-action.com/911/ual175radar/
But for the moment, let's look at what each says about Flight 77:
* USA Today produced an animated diagram on its webpage which we cached on October 23, 2001. According to USA Today, on its flight westward,
Flight 77 made an unscheduled detour over West Virginia (see the hump.) This detour does not appear on
the Time or Newsweek versions. USA Today's Flight 77 does not cross the border into
Ohio,
but turns around in West Virginia for its journey back east. Note how far south USA Today's Flight 77 flew, compared to the route taken by Time
and Newsweek's Flight 77.
* Time Magazine, in its special September 11 edition (no page
numbers) shows that Flight 77 entered Ohio. Note the broken line representing
Flight 77's return trip east, with the words "Return flight path uncertain," under the broken lines. The
same drawing appeared in Time on September 24, 2001 (pg. 32).
* Newsweek published its version of Flight 77's flight path on
September 24, pg. 31. You will see that Newsweek's rendition of Flight 77's
return flight is different than Time's. A point of similarity: the return path is shown by a broken
line, and labelled
"estimated path."
Yes. Someone's playing games with radar.
Payne Stewart Response: 19 Minutes, hey presto ...
On October 25, 1999, at 9:33 a.m. air traffic controllers in Florida lost touch with a Learjet carrying golfer Payne Stewart and several companions
after it left Orlando headed for Dallas, Texas. Nineteen minutes after Air Traffic Control realized
something was wrong, one or more US Air Force fighter jets were already on top of the
situation, in the air, close to the Learjet. Moreover, throughout the course of its flight, Payne Stewart's jet was given escort from National
Guard aircraft coordinated across state lines. See "Golfer Payne Stewart Dies," October 25, 1999,
at:
http://abcnews.go.com/sections/us/DailyNews/plane102599.html
or read the National Transportation Safety Board report on Payne
Stewart's flight:
http://www.ntsb.gov/Publictn/2000/AAB0001.htm
or
http://www.Public-Action.com/911/stewart
(There are minor discrepancies between the ABC and NTSB reports.
http://prisonplanet.com/hijackology_101_did_norad_send_the_suicide_jets_on_911.html
-----Original Message-----
From: Carol A. Valentine <carol.valentine@verizon.net>
To: SkyWriter@public-action.com <SkyWriter@public-action.com>
Date: Tuesday, February 12, 2002 2:29 PM
Subject: Did NORAD Send The "Suicide" Jets?
American
Airlines flight 77
Boeing 757
Fleet Number 5BP (N5BPAA)
Tail Number N644AA (->N644AA reported as destroyed - but not until Jan 14 2002)
NOTE: original tail number N624aa most of end of Aug and start of Sept
N624aa was in Bostan Logan Sept 10th (as Flight 181, 11:00 AM EST)
Flight 77 was cancelled on the 5th
Diversion: UA 09/10/2001 0077 N544UA Destination: SFO Diversion: Yes
64 aboard, including the official hijackers= not on Passenger list
Official Route: Washington Dulles -Los Angeles
on route from Dulles airport (DC) to LA
(Official) Flight Arrival Time: *****TBD*****
Official Departure Time: 08:10 AM
Official Final Departure Time: 08:20 AM
BTS Flight Arrival Time: NOT POSSIBLE
BTS Tail Number Wheels-on Time: N644AA NONE (09/04 -09/11)
BTS Actual Arrival Time: N644AA NONE (09/09 -09/11)
BTS Scheduled Arrival Time: N644AA NONE (09/10 -09/11)
BTS Wheels-off Time: NONE
BTS Departure Time: NONE
NOTE: N644AA does NOT appear at all, EVER, on the BTS database (BTS changed October 2004)
officially hijacked (over *****TBD*****) at about 08.31 (NEADS/NORAD Lt.Colonel Dawne Deskins "Amalgam Virgo 01")notified by Boston Control)
~ 8:43 deviates from its flight path ( ~ same time as 175 veers from course)
8:51 AA77 transmitted its last routine radio communication
officially AA77 hit the Pentagon at 09:38 (some reports at 09:40, 09.45 AM EST)
Significances: two clocks stopped working at 09:32 AM EST
wing renovated by AMEC Plc, some witnesses worked for Renovation Team
official teacher of Hani Hanjour (observed by FBI informant) Lotfi Raissi pled unguilty
10:05:16 AM Reportedly a second aircraft has crashed into the Pentagon building
bravenet.com