EXTRA EXTRA EXTRA EXTRA EXTRA
Vi fortsätter väl att debunka den officiella skrönan, nu med hjälp av ännu en expert, en
flygingenjör tillika
pilot, som här sågar "kaparpiloterna" jämns med fotknölarna...
DEBUNKNINGEN av de MYTISKA ARABISKA PILOTERNA:
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The
Impossibility of
Flying Heavy Aircraft
Without Training, by
NILA SAGADEVAN
Nila Sagadevan is an
aeronautical engineer and a qualified
pilot of heavy aircraft:
http://www.mindfully.org/Reform/2006/911-Flying-Without-Training13jun06.htm
"There are some who maintain that the mythical 9/11 hijackers, although proven to be too incompetent to fly a little Cessna 172, had acquired the impressive skills that enabled them to fly airliners by training in flight simulators.
What follows is an attempt to
bury this myth once and for all, because I've heard this ludicrous explanation bandied about, at nauseam, on the Internet and the TV networks" "invariably by people who know nothing substantive about flight simulators, flying, or even airplanes.
A
common misconception non-pilots have about simulators is how "easy" it is to operate them. They are indeed relatively easy to operate if the objective is to make a few lazy turns and frolic about in the "open sky". But if the intent is to execute any kind of a maneuver with even the least bit of precision, the task immediately becomes quite daunting. And if the aim is to
navigate to a specific geographic location hundreds of miles away while flying at over 500 MPH, 30,000 feet above the ground
the challenges become virtually impossible for an untrained pilot.
And this, precisely, is what the four hijacker pilots who could not fly a Cessna around an airport are alleged to have accomplished in multi-ton, high-speed commercial jets on 9/11.
For a person not conversant with the practical complexities of pilotage, a modern flight simulator could present a terribly confusing and disorienting experience. These
complex training devices are not even remotely similar to the video games one sees in amusement arcades, or even the software versions available for home computers.
In order to operate a modern flight simulator with any level of skill, one has to not only be a decent pilot to begin with,
but also a skilled instrument-rated one to boot and be thoroughly familiar with the actual aircraft type the simulator represents, since the cockpit layouts vary between aircraft.
The only flight domains where an arcade / PC-type game would even begin to approach the degree of visual realism of a modern professional flight simulator would be during the take-off and landing phases. During these phases, of course, one clearly sees the bright runway lights stretched out ahead, and even peripherally sees images of buildings, etc. moving past. Take-offs "even landings, to a certain degree" are relatively "easy" because the pilot has visual reference cues that exist "outside" the cockpit.
But once you've rotated, climbed out, and reached cruising altitude in a simulator (or real airplane), and find yourself en route to some distant destination (using sophisticated electronic navigation techniques), the situation changes drastically:
the pilot loses virtually all external visual reference cues. She / he is left entirely at the mercy of
an array of complex flight and navigation instruments to provide situational cues (altitude, heading, speed, attitude, etc.)
In the case of a Boeing 757 or 767, the pilot would be faced with an EFIS (
Electronic Flight Instrumentation System) panel comprised of six large multi-mode LCDs interspersed with clusters of assorted "hard" instruments. These displays process the raw aircraft system and flight data into an integrated picture of the aircraft situation, position and progress, not only in horizontal and vertical dimensions, but also with regard to time and speed as well. When flying "blind", i.e., with no ground reference cues,
it takes a highly skilled pilot to interpret, and then apply, this data intelligently. If one cannot translate this information quickly, precisely and accurately (and it takes an instrument-rated pilot to do so), one would have
ZERO SITUATIONAL AWARENESS. I.e., the pilot wouldn't have a clue where she / he was in relation to the earth.
Flight under such conditions is referred to as "IFR", or Instrument Flight Rules.
And
IFR Rule #1: Never take your eyes off your instruments, because that's all you have!
The corollary to Rule #1: If you can't read the instruments in a quick, smooth, disciplined, scan,
you are as good as dead. Accident records from around the world are replete with reports of any number of good pilots "i.e., professional instrument-rated pilots " who ‘bought the farm' because they screwed up while flying in IFR conditions.
Let me place this in the context of the 9/11 hijacker-pilots.
These men were repeatedly
deemed incompetent to solo a simple “Cessna-172”, an elementary exercise that involves flying this little trainer once around the patch on a sunny day. A student's first solo flight involves a simple circuit: take-off, followed by four gentle left turns ending with a landing back on the runway. This is as basic as flying can possibly get.
Not one of the hijackers was deemed fit to perform
this most elementary exercise by himself, in fact, here is what their flight instructors had to say about the aptitude of these budding aviators:
* Mohammed Atta: "His attention span was zero."
* Khalid Al-Mihdhar: "We didn't kick him out, but he didn't live up to our standards."
* Marwan Al-Shehhi: "He was dropped because of his limited English and incompetence at the controls."
* Salem Al-Hazmi: "We advised him to quit after two lessons."
* Hani Hanjour: "His English was horrible, and his mechanical skills were even worse. It was like he had hardly even ever driven a car. I'm still to this day amazed that he could have flown into the Pentagon. He could not fly at all."
Now let's take a look at American Airlines Flight 77. Passenger / hijacker Hani Hanjour rises from his seat midway through the flight,
viciously fights his way into the cockpit with his cohorts,
overpowers Captain Charles F. Burlingame and First Officer David Charlebois, and somehow manages to toss them out of the cockpit (for starters,
very difficult to achieve in a cramped environment without inadvertently impacting the yoke and thereby disengaging the autopilot). One would correctly presume that this would present considerable difficulties to a little guy with a “box cutter".
Captain Burlingame was a tough, burly, ex-Vietnam F4 fighter jock, who had flown over
100 combat missions. Every pilot who knows him says that rather than politely hand over the controls,
Burlingame would have instantly rolled the plane on its back so that Hanjour would have broken his neck when he hit the floor. But let's ignore this almost natural reaction expected of a fighter pilot and proceed with this charade.
Nonetheless, imagine that Hanjour overpowers the flight deck crew, removes them from the cockpit and takes his position in the captain's seat. Although weather reports state this was not the case, let's say Hanjour was lucky enough to experience a perfect CAVU day (Ceiling And Visibility Unlimited). If Hanjour looked straight ahead through the windshield, or off to his left at the ground, at best he would see, 35,000 feet - - 7 miles - - below him,
a murky brownish-gray-green landscape, virtually devoid of surface detail, while the aircraft he was now piloting was moving along, almost imperceptibly and in eerie silence, at around 500 MPH (about 750 feet every second).
In a real-world scenario (and given the reported weather conditions that day), he would likely have seen
clouds below him completely obscuring the ground he was traversing. With this kind of "
situational non-awareness", Hanjour might as well have been flying over Argentina, Russia, or Japan he wouldn't have had a clue as to where, precisely, he was.
After a few seconds (at 750 feet per second), Hanjour would figure out there's little point in looking outside - there is
nothing there to give him
any real visual cues. For a man who had previously wrestled with little Cessnas, following freeways and railroad tracks (and always in the comforting presence of an instructor), this would have been a strange, eerily unsettling environment indeed.
Seeing nothing outside, Mr. Hanjour would be forced to divert his attention to his instrument panel, where he would be
faced with a bewildering array of instruments. He would then have to very quickly interpret his heading, ground track, altitude, and airspeed information on the displays before he could even figure out where in the world he was, much less where the Pentagon was located in relation to his position!
After all, before he can crash into a target,
he has to first find the target.
It is very difficult to explain this scenario, of an utter lack of ground reference, to non-pilots; but let it suffice to say that for these
incompetent hijacker non-pilots to even consider grappling with such a daunting task would have been utterly overwhelming.
They wouldn't have known where to begin.
