How can American Airlines flights show the planes destroyed and the registration cancelled, while both United flights show the planes as simply being cancelled without explanation 4 years after they allegedly were destroyed? Why?
The following are registration details on all four airplanes:
| - | ACCIDENT DETAILS |
| Date: | September 11, 2001 |
| Time: | 08:47 |
| Location: | New York City, New York |
| Operator: | American Airlines |
| Flight #: | 11 |
| Route: | Boston - Los Angeles |
| AC Type: | Boeing 767-223ER |
| Registration: | N334AA |
| cn / ln: | 22332/169 |
| Aboard: | 92 (passengers:81 crew:11) |
| Fatalities: | 92 (passengers:81 crew:11) |
| Ground: | 2583 |
| Summary: | The aircraft was hijacked shortly after it left Logan International Airport in Boston. The hijackers took control of the aircraft and deliberately crashed it into the north tower of the World Trade Center between the 94th and 99th floors at approximately 450 mph. After 102 minutes, the building collapsed. It was one of four planes that were hijacked the same day. |
FAA registration record
N-Number Inquiry Results
Deregistered Aircraft 1 of 1
| Serial Number | 22332 | | Type Registration | Corporation | ||
| Manufacturer Name | BOEING | Certificate Issue Date | 01/06/2000 | |||
| Model | 767-223 | Mode S Code | 50722254 | |||
| Year Manufacturer | 1987 | Cancel Date | 01/14/2002 | |||
| Reason for Cancellation | Destroyed | Exported To |
| - | ACCIDENT DETAILS |
| Date: | September 11, 2001 |
| Time: | 09:03 |
| Location: | New York City, New York |
| Operator: | United Air Lines |
| Flight #: | 175 |
| Route: | Boston - Los Angeles |
| AC Type: | Boeing B-767-222 |
| Registration: | N612UA |
| cn / ln: | 21873/41 |
| Aboard: | 65 (passengers:56 crew:9) |
| Fatalities: | 65 (passengers:56 crew:9) |
| Ground: | 2583 |
| Summary: | The aircraft was hijacked shortly after it left Logan International Airport in Boston. The hijackers took control of the aircraft and deliberately crashed it into the south tower of the World Trade Center between the 78th and 84th floors at approximately 550 mph. After 56 minutes, the building collapsed. It was one of four planes that were hijacked the same day. |
FAA registration record
| Serial Number | 21873 | | Type Registration | Corporation | ||
| Manufacturer Name | BOEING | Certificate Issue Date | 01/18/1984 | |||
| Model | 767-222 | Mode S Code | 51773757 | |||
| Year Manufacturer | 1983 | Cancel Date | 09/28/2005 | |||
| Reason for Cancellation | Cancelled | Exported To | |
| Name | UNITED AIR LINES INC | ||
| Street | BOX 66100 | ||
| City | CHICAGO State ILLINOIS Zip Code | 60666 | |
| County | COOK | ||
| Country | UNITED STATES |
| - | ACCIDENT DETAILS |
| Date: | September 11, 2001 |
| Time: | 09:45 |
| Location: | Arlington, Virginia. |
| Operator: | American Airlines |
| Flight #: | 77 |
| Route: | Washington D.C. - Los Angeles |
| AC Type: | Boeing B-757-223 |
| Registration: | N644AA |
| cn / ln: | 24602/365 |
| Aboard: | 64 (passengers:58 crew:6) |
| Fatalities: | 64 (passengers:58 crew:6) |
| Ground: | 125 |
| Summary: | The aircraft was hijacked after taking off from Dulles International Airport. The hijackers took control of the aircraft and deliberately crashed it into the Pentagon. It was one of four planes that were hijacked the same day. |
FAA registration record
Deregistered Aircraft 1 of 1
| Serial Number | 24602 | | Type Registration | Corporation | ||
| Manufacturer Name | BOEING | Certificate Issue Date | 05/08/1991 | |||
| Model | 757-223 | Mode S Code | 52072030 | |||
| Year Manufacturer | 1991 | Cancel Date | 01/14/2002 | |||
| Reason for Cancellation | Destroyed | Exported To |
| - | ACCIDENT DETAILS |
| Date: | September 11, 2001 |
| Time: | 10:03 |
| Location: | Shanksville, Pennsylvania |
| Operator: | United Air Lines |
| Flight #: | 93 |
| Route: | Newark - San Francisco |
| AC Type: | Boeing B-757-222 |
| Registration: | N591UA |
| cn / ln: | 28142/718 |
| Aboard: | 44 (passengers:37 crew:7) |
| Fatalities: | 44 (passengers:37 crew:7) |
| Ground: | 0 |
| Summary: | The aircraft was hijacked after taking off from Newark International Airport. The hijackers took control of the aircraft and turned the plane towards Washington D.C. A struggle ensued between the passengers and hijackers after which the plane crashed at a high rate of speed into a field in the Pennsylvania countryside. It was one of four planes that were hijacked the same day. |
FAA registration record
Deregistered Aircraft 1 of 1
| Serial Number | 28142 | | Type Registration | Corporation | ||
| Manufacturer Name | BOEING | Certificate Issue Date | 07/01/1996 | |||
| Model | 757-222 | Mode S Code | 51721341 | |||
| Year Manufacturer | 1996 | Cancel Date | 09/28/2005 | |||
| Reason for Cancellation | Cancelled | Exported To | |
| Name | UNITED AIR LINES INC | ||
| Street | 1200 E ALGONQUIN RD | ||
| City | ARLINGTON HEIGHTS State ILLINOIS Zip Code | 60005-4712 | |
| County | COOK | ||
| Country | UNITED STATES |
These problems with the official account of the events of 9/11 are by far neither the most glaring not most severe. They might simply be an indication of a very severe bureaucratic dysfunction on the part of the United Airlines, or the FAA, or possibly both. There are plenty of other irregularities conclusively proving that for events to take place the way we are told by the Administration or the 9/11 Commission is for all intents and purposes impossible.
However, it is still in my opinion important to note these aircraft registration irregularities as they prove, among other things, that there is hardly any aspect of the official 9/11 narrative that is not suspicious. What adds to the suspicion is that apparently none of the aircraft were positively identified by the serial-numbered parts in the wreckage.
In his article on the subject titled Impossible to Prove a Falsehood True retired US Air Force Colonel and an expert aircraft accident investigator George Nelson states:
July, 1965 I had just been commissioned a Second Lieutenant in the U. S. Air Force after taking a solemn oath that I would protect and defend the Constitution against all enemies, foreign and domestic, and that I would bear true faith and allegiance to the same. I took that oath very seriously. It was my constant companion throughout a thirty-year military career in the field of aircraft maintenance.
As an additional duty, aircraft maintenance officers are occasionally tasked as members of aircraft accident investigation boards and my personal experience was no exception. In 1989 I graduated from the Aircraft Mishap Investigation Course at the Institute of Safety and Systems Management at the University of Southern California. In addition to my direct participation as an aircraft accident investigator, I reviewed countless aircraft accident investigation reports for thoroughness and comprehensive conclusions for the Inspector General, HQ Pacific Air Forces during the height of the Vietnam conflict.
In all my years of direct and indirect participation, I never witnessed nor even heard of an aircraft loss, where the wreckage was accessible, that prevented investigators from finding enough hard evidence to positively identify the make, model, and specific registration number of the aircraft -- and in most cases the precise cause of the accident. This is because every military and civilian passenger-carrying aircraft have many parts that are identified for safety of flight. That is, if any of the parts were to fail at any time during a flight, the failure would likely result in the catastrophic loss of aircraft and passengers. Consequently, these parts are individually controlled by a distinctive serial number and tracked by a records section of the maintenance operation and by another section called plans and scheduling.
Following a certain number of flying hours or, in the case of landing gears, a certain number of takeoff-and-landing cycles, these critical parts are required to be replaced, overhauled or inspected by specialist mechanics. When these parts are installed, their serial numbers are married to the aircraft registration number in the aircraft records, and the plans and scheduling section will notify maintenance specialists with a work order when the parts must be replaced. If the parts are not replaced within specified time or cycle limits the airplane will normally be grounded until the maintenance action is completed. Most of these time-change parts, whether hydraulic flight surface actuators, pumps, landing gears, engines or engine components, are virtually indestructible. It would be impossible for an ordinary fire resulting from an airplane crash to destroy or obliterate all of those critical time-change parts or their serial numbers. I repeat, impossible.
Considering the catastrophic incidents of September 11 2001, certain troubling but irrefutable conclusions must be drawn from the known facts, and I get no personal pleasure or satisfaction from reporting my assessment of these facts.
United Airlines Flight 93
This flight was reported by the federal government to be a Boeing 757 aircraft, registration number N591UA, carrying 45 persons, including four Arab hijackers who had taken control of the aircraft, crashing the plane in a Pennsylvania farm field.
Aerial photos of the alleged crash site were made available to the general public. They show a smoking hole in the ground, but private investigators were not allowed to come anywhere near the crash site. If an aircraft crash caused the hole in the ground, there would have literally hundreds of serially controlled time-change parts within the hole that would have proven beyond any shadow of doubt the precise tail-number or identity of the aircraft. However, the government has not produced any physical evidence that would prove beyond a doubt, the specific identity of the aircraft that allegedly crashed at that site. On the contrary, it has been reported that the aircraft, registry number N591UA, is still in operation.
Unfortunately, the article is not dated so I can't tell at the moment what time Col. Nelson is referring to when in his opinion the aircraft alleged to have been United 93, the Boeing 757 tail number N591UA, was "still in operation". But according to the FAA that could be any time until September 28, 2005.
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In July 2004 almost 200 Americans filed a landmark lawsuit against the U.S. Government seeking to have the federal Judiciary declare -- for the first time in history -- the constitutional meaning of the First Amendment Petition clause including the Right of the People to enforce the Right of Petition if Redress is denied.
We The People believes the Right to Petition is, in fact, the "capstone" Right of the Bill of Rights and that its effect is the direct exercise of Popular Sovereignty -- the First Principle of the Founding documents that declares government is the servant of Men
In addition to the property tax case, the Judges of the DC Circuit Court of Appeals are coming to grips with these truths now that all the briefs have been filed in We The People v United States.
This, of course, is the landmark lawsuit brought against the federal government for its failure to respond to our Petitions for Redress of constitutional torts regarding the war powers, tax, privacy and money clauses of the Constitution of the United States of America.
In its April response brief to the Court of Appeals the government argues most strenuously for, and relies completely upon, a claim of "Sovereign Immunity" against We the People. In short, the government openly asserts that it possesses absolute immunity from its own People -- even for the commission of constitutional torts. The government argues that because Congress has not authorized this kind of lawsuit via federal legislation, that the Court lacks subject matter jurisdiction under the doctrine of sovereign immunity.
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In sum, the Plaintiff's Reply brief to the DC Circuit asks the appellate court to recognize that sovereign immunity is a myth, that no act of Congress can trump the Constitution, and that the higher order constitutional questions of the Rights of the People and the obligations of the government under the Petition Clause must be determined by the Court before the Court determines the question of the obligations of the People and the limited privileges and immunities the government may enjoy under the Internal Revenue Code, including the Anti-Injunction Act.
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Just thought you would like to know!
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