To those whom it may concern
September 29, 2011
Decoy-drone swap by Macdonald Dettwiler and Associates in Ballistics 9/11
The AA 77 flight profile changed after 'Jihadists' entered the cockpit and pilots engaged and disengaged the autopilot to allow Macdonald Dettwiler and Associates to fly an IAP route until the decoy reached a way point some 7,000 feet above the Pentagon.
The decoy was then hacked by Air Navigation Data (Ottawa) to conceal a Raytheon A-3 Sky Warrior drone swap and a Final Approach Procedure where 40 cycles / second QRS11 gyros controlled a 3g - 4g sliceback into the 1st floor of the U.S. Navy Command Center and the vaporization of duty officer Captain Gerald Deconto in ‘Ballistics 9/11'.
A propos de rien
Abel Danger White House Yahoo Group
“NATIONAL TRANSPORTATION SAFETY BOARD Office of Research and Engineering Washington, D.C. 20594 February 13, 2002 Study of Autopilot, Navigation Equipment, and Fuel Consumption Activity Based on United Airlines Flight 93 and American Airlines Flight 77 Digital Flight Data Recorder Information by John O’Callaghan and Daniel Bower, Ph.D. AAL 77 http://killtown.911review.org/pdf/ntsb-study-aa77-ua93.pdf Autoflight Activity Figure 1 shows a time history of the various autopilot and autothrottle modes engaged on Flight 77, from takeoff from Dulles airport to the end of the DFDR data at impact with the Pentagon. Also shown in the Figure are the values of speeds, altitudes, headings, and Mach that the airplane flew. The values set in the MCP by the pilots (both the American Airlines pilots and the hijack pilots) had a recording error when recorded on the DFDR, and could not be determined. For most of the flight, until after the hijackers turned the airplane back towards Washington, both the Captain’s and First Officer’s Flight Directors were on. During the takeoff, the autopilot was off, and the Flight Director was issuing roll commands based on inputs made in the MCP, and pitch commands based on inputs coming alternatively from the FMC (when in VNAV mode) or from the MCP (when in Altitude Hold or Flight Change modes). Once the flight was cleared to its 35,000 ft. cruising altitude, the autopilot was engaged in LNAV and VNAV modes, which use inputs from the FMC to guide the airplane along the desired horizontal and vertical flight path. During the ascent, and while at the cruise altitude, the right (First Officer’s) autopilot was engaged, and heading select mode was used to maneuver the airplane horizontally. The autothrottle was engaged throughout the initial part of the flight. During the climb the autothrottle mode varied between climb thrust mode, airspeed hold mode, flight level change mode, and Mach mode. Upon reaching the cruise altitudes, first at 33,000 feet, then 35,000 feet, the autothrottle switched to a Mach number hold cruise mode, applying thrust to achieve a Mach number of 0.83. A few minutes after the hijackers took control of the cockpit (at approximately 08:52), the horizontal mode was changed to a heading select and the airplane began a 180-degree turn back towards Washington. After the new heading was selected, and up until the last nine minutes of the flight, the autopilot operated in modes that receive inputs from the MCP (i.e., target values of altitude, speed, and heading set directly by the operators of the aircraft) rather than from the FMC. The autopilot was off for the last eight minutes of the flight. For the remainder of the flight, the horizontal mode remained in heading select and the vertical mode was operated in altitude hold, altitude, or flight level change mode. Similarly, the autothrottle remained in either airspeed mode or mach mode, except during times of flight level changes. At about 09:08, after a flight level change was initiated from 25,000 feet, the First Officer’s flight director, the autopilot, and the autothrottle all disengaged. This disengagement was concurrent with a right (First Officer’s) autopilot warning. The autopilot remained off for approximately two minutes, and then re-engaged on the left side (Captain’s side). The autopilot disengaged again, concurrent with an autopilot warning on the left side. After about a half a minute of disengagement, the left autopilot was re-engaged and the autothrottle was re-engaged soon after. Over the next ten minutes, the autothrottle was engaged and disengaged several times, while the aircraft remained at 25,000 feet, until remaining engaged in the flight level change mode during descent from 25,000 feet. At approximately 9:29, while at an altitude of 7000 feet and approximately 30 nautical miles from Washington Reagan National Airport, the autopilot and autothrottle were disengaged [from the Boeing 757 decoy]. These remained off during the 360-degree, descending turn [by the Raytheon A3 Sky Warrior drone] to impact with the Pentagon.”
Semper Fi – The Marines are on their way.