Conversations with an Airline Pilot about 9/11 (2)

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By James Perloff

James Perloff

James Perloff: I have also heard it said in the Truth Movement that the jet aircraft could have been drawn to homing devices that were planted in the Twin Towers. Or controlled by some sort of GPS system. After all, haven’t pilotless military planes been auto-landed? I asked Pilot A his opinion. Some of his remarks were again technical, but in such details we find the answers.

Pilot A: I’ve also heard about this mysterious homing device theory, but I haven’t seen any proof this technology exists for airplanes, or how it could control an airplane to a point in space with pinpoint accuracy. If it did then all our heavy, expensive VHF and UHF receiver equipment would be obsolete and so would all the airport’s transmitter equipment. So I’ve racked my brains trying to find a solution to this homing device problem, and so far I’ve found nothing that makes this possible. Typical Jet airliners have nothing that will integrate into the standard FMS and Automation package. It’s actually pretty crude, but functions well for what it’s supposed to do.

GPS for aviation isn’t accurate enough horizontally, let alone vertically. In fact without GBAS (Ground Based Augmentation Systems), GPS is no better than any other non-precision approach. GPS approaches still cannot achieve a level of accuracy to enable an autoland, you must have ILS (Instrument Landing System) for that. GPS accuracy in an airplane on approach is pretty consistent down to 0.1 nautical miles either side of track, because the system is enhanced with Distance Measuring Equipment (DME), part of GBAS. Autoland is only achieved through the ILS and this system homes in on a large ground-based antenna array (localiser) by measuring frequency differential in azimuth (horizontal) and vertical guidance (glideslope) again a transmitter sending out two lobes of differing frequency. So unless the “Art students” in the World Trade Center installed a large number of complex antenna array, then this is not possible. Also after installation, and periodically, an ILS system has to be calibrated and this is done with another airplane loaded up with electronic equipment, which then flies multiple approaches to tweak the transmitter frequencies. Here’s a link to a description of this system.

Even if they could install an ILS transmitter array, an approaching airplane flying at several hundred miles an hour just cannot react quickly enough in the fluid dynamics of the environment. Another one of the reasons we have to slow down before intercepting the ILS. Because the ILS is conical in shape and narrows down to a point at the runway, any instability in the approach through over-controlling at high speed will just result in the magnitude of the oscillations increasing. That’s complex speak for a sort of “porpoising” effect like a dolphin swimming through water, but the movements of the body increase, chasing the instability until the aircraft literally flies off the approach path.

The autopilot system just can’t do it at these alleged speeds. Missiles can achieve a much higher level of accuracy because they are very manoeuvrable; airplanes with huge inertia are not. This is why strike missiles are small, plus they have a completely different hardware and software setup inside. The bigger they are, the more sluggish they become. Some strike missiles have cameras in the nose to home in on a target. Some are heat-seeking or need laser guidance from a ground source.

Commercial airplanes have no camera integrated into the automation system, heat seeking or laser guidance technology. For perspective, the ILS and autoland system which works well still requires a touchdown zone on a runway of +/- 500 feet. That’s as good as it gets, and that’s at a typical approach speed of 140 knots. Missiles are also less subjective to high ‘g’ loading during manoeuvring. If you subjected an airplane to these levels of ‘g’ loading, the wings would rip off.

This above paragraph is in any case a moot point because conventional airplanes [B757, B767] cannot be hacked.

JP: I thanked Pilot A for his input and added a thought of my own: “Here’s how I look at it. If I’m a passenger on a commercial flight, would I feel more comfortable with (A) two live pilots at the controls, or (B) a plane that’s being flown remotely? I think any passenger would want (A). And that goes for a hijacking too. An intelligence service would be much happier with elite special forces running the show than trying to coordinate the whole operation by remote.” The thesis of my article 9/11 Simplified, of course, is that the 9/11 aircraft were physically hijacked by Israeli Special Ops pretending to be Muslims (these Special Ops would have been completely familiar with Boeings, loaned to them by El Al with unlimited training assistance).

Pilot A: As a passenger on an airliner you would want real humans at the controls and not a drone style airplane like Delta has been trying to push for quite some time now. Fortunately the FAA keeps blocking it, but I heard that the artificial intelligence designers want this in the future. So I guess once people get used to driverless trains and cars, then planes will be next. As each generation becomes more “dumbed down” and ignorant with so many entertainment distractions, they won’t care what’s driving the bus at the front. Most probably won’t even know when it happens anyway.

JP: I next asked Pilot A about the “missile pod” that is so clearly visible on the underside of “Flight 175.”

It definitely (1) is visible on all footage taken from an angle that could catch it; (2) is three-dimensional; and (3) lights up just before striking the South Tower. I regard it as the “smoking gun” which proves that whatever hit the Tower was not Flight 175. Would the 9/11 perpetrators actually try attaching a missile-sized object to Flight 175 at Logan Airport, and then hope that it luckily wouldn’t be noticed by, e.g., the flight maintenance crew or baggage handlers? I asked Pilot A for his thoughts. The following remarks are pulled from more than one email:

Pilot A: I think this is pretty key and keeps us on track. I remember seeing/hearing a bystander in an apartment saying that what he saw was not a commercial airliner. Also the lack of jet noise etc. The screaming noise at those alleged high speeds and low levels, not just from the engines but also from the skin friction, would be obvious and I think many more people would have taken pics. If they were real airplanes, then why the missile-looking tube underneath the aircraft?

That shouldn’t be there, is completely foreign, serves no logical airline or commercial purpose, and in fact could be downright dangerous due to its proximity to critical components underneath. If I turned up to my aircraft and someone had stuck a funny looking tube thing on the outside of the aircraft, I would refuse to accept it until I’d seen the engineering and installation documentation, Boeing approval, purpose, etc. and even then I still have the right to refuse to take it. Captain’s decision is final and I’ve seen guys refuse to dispatch in aircraft with a lot less wrong with them than that!

I recall in all the books I’ve read about military operations, some fictional by ex-special forces writers, but the overwhelming theme is that when planning any operation, the simpler it is, the better the chance of success. You do however want to cause panic and confusion surrounding the op to keep people distracted and running around in panic. By way of deception thou shalt wage thy war! The USS Liberty was a mess up because the ship didn’t sink. If it had, then history would have been re-written. 9-11 HAD to succeed in WTC destruction, so a simple op: Hijack some commercial airplanes, make it look like they flew into the buildings using cloaking tech but really destroy them with missiles and mini-nukes, destroy evidence of financial crime, huge insurance claim, bank robbery and terrorise Americans into demanding years of wars against a Muslim foe – mission successful. What you’ve pieced together has the modus operandi of Israel, her special forces along with CIA help as well to complete this.

Yes, the missile-sized object on flight 175 is very important, and part of the pre-flight process is a crew member (either First Officer or Captain) will always do a “walk around” prior to flight. This is standard aviation policy from light aircraft to heavy jet with no exceptions. So not only would ground personnel see this strange object but the flight crew would definitely know about it. Its position on the starboard side, underneath is especially troublesome because as I said before it is highly unlikely it would ever get approval from any governing body to stick a huge object in that location. Among some of the systems in that location are things like the refuel control panel, the air conditioning packs, especially the inlets, the RAT (Ram Air Turbine) deployment area and the undercarriage doors!

Your video [about cruise missile noise] is interesting and here’s a link to a B757 doing a high speed fly-by. Listen to the noise difference which is quite pronounced. High By-Pass turbofan engines make a distinct noise signature, totally different to Low By-Pass turbofans like business jets and completely different to “Pure Jet” engines in fighters or cruise missiles. Plenty more examples of low level, high speed fly-bys on YouTube.

JP: I next asked Pilot A for his opinion about the limited airplane debris found around the World Trade Center. This is a huge issue, because for many who are skeptics of 9/11 Truth, the debris is the “smoking gun” that corroborates the government’s official story. Here is a video segment that shows such debris (much of which seems rather vague) and ridicules the idea that it was planted.

I told Pilot A that, on the one hand, it does seems a stretch that airplane debris would be dumped off. Yet there was a lot of pre-planting of small-scale evidence, such as Korans and Mohammed Atta’s luggage (which miraculously didn’t make it onto Flight 11, but had all the “Muslim hijackers” names in it), as well as small-scale evidence after the fact, such as the infamous unburned hijacker passport, and the red headbands at the Shanksville hole. Could the same have been done for some aircraft parts? The “dancing Israelis” worked for Urban Moving Systems. A moving company has large trucks, dollies, and strong workers, which is just what you’d need to plant some heavy items. There was also, of course, the live police report on 9/11 of a truck on King Street which featured a mural of a plane hitting a building—the drivers fled the police on foot, and the truck exploded.

Pilot A sent me a 30-minute video from Pilots from 9/11 Truth that shows just how little 9/11 aircraft debris there actually was in total, and how none of the found parts were linked to the aircraft by their serial numbers, which easily could have been done. He commented:

Pilot A: As for the plane parts, I watched what you sent me and more. Interesting that CNN showed a landing gear part that still had rope attached to it!

I think that’s obvious that there was some degree of evidence planting going on even before the attack. So why would you plant evidence if aircraft actually flew into buildings nearby? If this was a real event then I’m sure the government, mainstream media and all the other agencies would have provided this info. But like the Pentagon debacle with all the confiscated video, it has the definite flair of: just trust us and believe what we say, no questions please!

My gut feeling is there are too many things wrong with some of the debris to say it is genuine. The piece in the alley wouldn’t naturally have rope around it unless it was put there. And if it was a part of the wing flap assembly or undercarriage, then how did it get so far from the crash site!

That YouTube video I sent you has more weird evidence anomalies in it with the Pentagon, etc. None of it fits neatly if it were a genuine event. Looks like bad stagecraft to me and I agree with what the narrator says, there should be overwhelming evidence of paperwork trails linking these parts to the real owners. All parts have serial numbers and they can be traced to the source aircraft. Why wasn’t this info plastered all over the News to quell the unbelievers’ distrust in the lie? The reason is because they don’t have any genuine parts from the planes used. The mangled plane parts on the day were dumped and had a different history and the organisers couldn’t start dumping too much real plane debris after the event. I think something went wrong on the day, and it’s been damage control through the media ever since. I don’t think they imagined there would be so many people not believing the official lie, and Building 7, the Pentagon and Shanksville are all smoking guns of one sort or another.

JP: I asked Pilot A for his opinion of the most famous piece of debris, the engine found on Murray Street. Some people have said it was too small for a 767.

Pilot A: I wouldn’t say the engine is too small because it looks about the right size for the internal core part. I think people are comparing the size to what you see from the outside, but once you strip away the cowlings, shrouds and other stuff, the internal core is quite small. This clip indicates it is the wrong engine for the B767. However, Pratt and Whitney’s own website says that these engines were fitted to B767.

JP: Nonetheless, I asked, isn’t the engine too big and heavy for someone to have dropped off?

Pilot A: Firstly, when the engine weight of 8000 Lbs is mentioned, this is generally a complete engine including Big Fan at the front, the multiple compressor stages and turbines complete with blades, various pumps, pipes and so much more like the pics I’ve attached for you or the video in the link. It is quite a large mass of hardware, but what we see in that Murray Street image is only a small portion of the engine, the rear or hot section where the turbines are.

There is no big fan, compressor stages or ancillary components, so I think its weight looks closer to about a tonne. If that was a solid lump (which it isn’t) of titanium alloy, then based upon its size relative to the Murray Street sign I would put in the ball-park of between 750-1500kg, which a small 4 wheel box-van with a few big guys could roll off the back of in a few seconds after maneuvering the truck into position.

JP: I asked Pilot A where in the world Israelis, or their confederates, could have obtained airline parts.

Pilot A: As for obtaining plane parts, well that is easy. When aircraft are retired they are either scrapped or sometimes sold and then flown to both civilian and military airfields to be used for experimentation, training or tourist attractions. When I was growing up, before 9-11, there was an old B747 at a place where I used to fly to occasionally, and they used an old 747 to test various explosive devices in the cargo hold to see if containing bags in different materials would limit damage, and eventually it was blown up and the parts removed for recycling etc. This is just one example, so it would be easy to procure parts from an old Boeing for a future event. What I want to see is the maintenance logs showing the paper trail for these parts littered around the WTC, because all parts, even landing gear, have a paper trail.

You just can’t buy a tyre from Dunlop or an engine from Pratt and Whitney and stick it on an aircraft without serial numbers matching the logbooks. All parts have a replace date/condition either time or use-based. Engines and their ancillary parts are cycle or hours-based. Landing gear is time, amount of landings, condition-based and all subjected to routine and mandatory maintenance cycles e.g. C or D checks.

When an aircraft is too worn out to be commercially viable any longer for an airline, it is sold for either salvageable parts, scrap or to someone who wants to restore it or for a plaything. There’s loads of places they can end up in once sold for non-commercial use, and the parts cannot re-enter the system without a paper trail, they are scrap, unless you are a third world country where anything goes!

In summary to the aircraft debris, was this debris collected and analysed by a professional aviation body like the NTSB Air Crash Investigators, whose job it is to piece together the debris and track its origins, etc.? I don’t recall ever seeing a report on these recovered parts including serial numbers and maintenance logbook evidence.

JP: I propose that Israeli special ops well-trained on Boeings used by El Al hijacked the planes and brought them over the neighboring Atlantic, an idea Pilot A is on board with.

I suggest that the most likely way for the hijackers to kill the passengers would have been to throw a canister of lethal gas into the cabin; the hijackers would have kept themselves safe by staying sealed in the cockpit with oxygen masks on. Initially, Pilot A thought this plausible, but then had his doubts.

yogaesoteric

February 15, 2019