http://911myths.com/index.php?title=NoC&feed=atom&action=historyNoC - Revision history2024-03-29T08:12:51ZRevision history for this page on the wikiMediaWiki 1.22.7http://911myths.com/index.php?title=NoC&diff=8843&oldid=prevMike at 17:04, 24 September 20092009-09-24T17:04:43Z<p></p>
<p><b>New page</b></p><div><div style="text-align: center;"><font size="5">'''Debunking the North of Citgo Theory'''</font></div><br><br />
<div style="text-align: center;"><font size="3">''An analysis of the aerodynamics required based upon witness testimony''</font></div><br><br><br />
<br />
<div style="text-align: center;"><font size="3">'''The author'''</font></div><br />
<br />
<div style="text-align: center;"><i>The author’s Internet pseudonym is Reheat (email reheat@tds.net). He wishes to remain anonymous. He is a retired USAF Pilot with extensive experience in pilot trainings areas and in fighter operations. He has over 200 combat missions accumulated in two different conflicts. He also has airline experience both domestic and international. Credentials are included at the request of the host, however those credentials make no difference in the content of the paper or the numbers calculated. Anyone with the ability to accomplish aerodynamic math could do the same, be they a janitor, a brain surgeon or a nuclear scientist.</i></div><br />
<br />
''Version 1.00 – June 10th 2008''<br><br />
''Version 1.01 – June 20th 2008. Added more detail on how these calculations are unaffected by airplane type; made slight changes to the description of stall conditions; added a better link explaining turn calculations.''<br><br><br><br />
<br />
For approximately two years a group calling themselves “The Citizen’s Investigation Team” have been supporting a theory that American Airlines 77 (or what they also frequently call a “decoy” aircraft) flew a flight path different from what the Flight Data Recorder (FDR), the damage path leading to the building, and the American Society of Civil Engineering (ASCE) damage path analysis inside the building shows. They contend that this “decoy” aircraft flew a flight path north of the Citgo Service Station (a theory often referred to as North of Citgo, or NoC) and then pulled up to fly over the Pentagon. They have interviewed and filmed witnesses they contend support this theory. CIT’s claim and videos of witnesses’ testimony (some of which we’ll discuss later) are located at [http://www.thepentacon.com www.thepentacon.com].<br />
<br />
The graphic below shows the generally accepted (“Official”) final portion flight path in <span style="color: Blue">blue</span> and the proposed CIT flight paths in <span style="color: Red">red</span>.<br />
<br />
[[image:Noc2.jpg]]<br />
<br />
My purpose in this paper is to address the aerodynamic issues involved with this theory by plotting the witness locations, referencing their description of the aircraft’s flight path, and then examining the various flight paths aerodynamically. It should be noted that NO WITNESS mentioned the type of bank angles required to complete the required turns. Within the large transport category of aircraft that witnesses described, the calculations are specific aircraft type independent. Since ALL fixed wing aircraft are subject to the same bank angle and G forces in turns, the specific type of aircraft does not matter for the those numbers posted in the chart. Only the stall speed would be significantly different for different categories of aircraft. Even an exotic design such as variable wing geometry or a morphed wing using futuristic memory shape alloy metals would be subject to the same bank angle and G requirements. <br />
<br />
For the purposes of this paper I had to assume the aircraft flew a northerly flight path. This does not correlate to witness Terry Morin’s testimony as he indicated the flight path was parallel to the roofline of the Navy Annex and that he could see the tail of the aircraft to the impact point. I also had to assume a northerly path in order to address the descriptions of witnesses who were located at the Citgo Service Station.<br />
<br />
The flight paths begin at Edward Paik’s location on Columbia Pike just behind the Navy Annex as annotated in the chart below. CIT interviewed Mr. Paik on at least two occasions. On one occasion Craig Ranke drew a flight path and had Mr. Paik sign it. The animated image below was taken from the filming of his testimony by CIT. They named this file Edwardpointsnorth.gif, but note that he is NOT pointing North at all. He points parallel to Columbia Pike visible in the background. That is approximately a 0720 heading corresponding along a path EXACTLY to where the next witness observed the aircraft.<br />
<br />
Edward Paik’s full testimony can be view at [http://www.thepentacon.com www.thepentacon.com].<br />
<br />
[[image:Edwardpointsnorth.gif]]<br />
<br />
The next witness was Terry Morin, a Navy Department employee or a Navy Contractor who was located at the South side of the Navy Annex adjacent to the Security Check Point located along the perimeter fence (it is clearly visible in the Google Earth photo). His position is also annotated in the chart below. His position has been misrepresented by CIT with several on line graphics in order to fit with the North of Citgo (NoC) theory. He stated very clearly where he was located and that position is annotated in the chart below. Here is his testimony:<br />
<br />
{{divbox|amber||“The Attack<br />
<br />
I had just reached the elevator in the 5th Wing of BMDO/Federal Office Building (FOB) #2 – call it approximately 9:36 AM. I was already trying to make some sense out of the World Trade Tower attacks having heard about them on the radio. The news was sketchy, but the fact that it was a terrorist attack was already known. I then realized that I was wearing sunglasses and needed to go back to Lot 3 to retrieve my clear lenses. Since it was by no means a short walk to my car, I was upset with myself for being so distracted. Approximately 10 steps out from between Wings 4 and 5, I was making a gentle right turn towards the security check-in building just above Wing 4 when I became aware of something unusual. I can’t remember exactly what I was thinking about at that moment, but I started to hear an increasingly loud rumbling behind me and to my left. As I turned to my left, I immediately realized the noise was bouncing off the 4-story structure that was Wing 5. One to two seconds later the airliner came into my field of view. By that time the noise was absolutely deafening. I instantly had a very bad feeling about this but things were happening very quickly. The aircraft was essentially right over the top of me and the outer portion of the FOB (flight path parallel the outer edge of the FOB). Everything was shaking and vibrating, including the ground. I estimate that the aircraft was no more than 100 feet above me (30 to 50 feet above the FOB) in a slight nose down attitude. The plane had a silver body with red and blue stripes down the fuselage. I believed at the time that it belonged to American Airlines, but I couldn’t be sure. It looked like a 737 and I so reported to authorities.<br />
<br />
Within seconds the plane cleared the 8th Wing of BMDO and was heading directly towards the Pentagon. Engines were at a steady high-pitched whine, indicating to me that the throttles were steady and full. I estimated the aircraft speed at between 350 and 400 knots. The flight path appeared to be deliberate, smooth, and controlled. As the aircraft approached the Pentagon, I saw a minor flash (later found out that the aircraft had sheared off a portion of a highway light pole down on Hwy 110). As the aircraft flew ever lower I started to lose sight of the actual airframe as a row of trees to the Northeast of the FOB blocked my view. I could now only see the tail of the aircraft. I believe I saw the tail dip slightly to the right indicating a minor turn in that direction. The tail was barely visible when I saw the flash and subsequent fireball rise approximately 200 feet above the Pentagon. There was a large explosion noise and the low frequency sound echo that comes with this type of sound. Associated with that was the increase in air pressure, momentarily, like a small gust of wind. For those formerly in the military, it sounded like a 2000lb bomb going off roughly ½ mile in front of you. At once there was a huge cloud of black smoke that rose several hundred feet up. Elapsed time from hearing the initial noise to when I saw the impact flash was between 12 and 15 seconds.<br />
<br />
The Reaction<br />
<br />
Many of the FOB people had been looking at the news reports flowing out of the attack on the World Trade Center Towers, going about their normal work routine as they watched. Maybe half or a bit more already knew of the New York attacks. However, within seconds of the impact -- less than a minute after the FOB flyover-- several thousand people started exiting the FOB.”<br>Source: http://www.coping.org/911/survivor/pentagon.htm}}<br />
<br />
I have plotted his described position below. Also, the graphic from Google Earth shows the various positions depicted in the numbers chart below.<br />
<br />
[[image:Noc1.jpg]] <br />
<br />
So now, we have seen the testimony of Edward Paik and Terry Morin who place the aircraft flying parallel to Columbia Pike. There is no problem with this portion of the testimony as it was stated, without CIT’s spin. There are some problems with CIT’s interpretation and spin of these witnesses testimony. The distances involved are very short for a fast moving, low flying aircraft. The turns required to fly north of the Citgo Station are horrendous air show type turns with steep banks and very high G forces at very low altitude which NO ONE WITNESSED. Why this is a huge problem we’ll see in just a minute.<br />
<br />
Next, we move to the witnesses located at the Citgo Service Station. <br />
<br />
Three witnesses were located at the Citgo Service Station (annotated above). Sgt. LaGasse, and Sgt. Brooks, two Pentagon Police Officers were filling their cars with gasoline at the station when they witnessed the aircraft fly by. Robert Turcois, an AAFES (Army/Air Force Exchange Service) employee was also at the station on 9/11 and testified that he witnessed the aircraft fly past the station. I have included three (3) locations on the north side of the Citgo Service Station (NoC) to correspond with these witnesses’ statements. <br />
<br />
NoC 1 roughly corresponds to the testimony of Robert Turcois. <br />
<br />
NoC 3 roughly corresponds to the position described by Sgt. LaGasse and Sgt. Brooks and the Arlington National Cemetery witnesses. <br />
<br />
NoC 2 is an arbitrary position between the two. <br />
<br />
The tags R1, R2, and R3 are the center points of the turn radii for the Morin to NoC turns. <br />
<br />
The tags P1, P2, and P3 are the center points of the turn radii for the NoC locations to the impact point at the Pentagon. <br />
The full video taped testimony of these witnesses can be viewed at the Pentacon Web Site.<br />
<br />
Issues such as roll rates, roll authority, G available, and G limits are not addressed (except in a note at the end). The numbers in the chart are raw numbers based upon a required turn radius to make the turns and then examples at various speeds. Again, the positions are dictated by the witness’s testimony. Once the positions are plotted a turn radius required to make the turns can be easily calculated. The airspeeds are speeds that cover the range of all reasonable speeds possible by any aircraft described by any witness. The witnesses stated that the aircraft was traveling “very fast”, but that has been distorted by CIT, who now advocate a slower speed in order to make the theory fit. As noted in the charts the speed makes very little difference in the aircraft’s ability to make the turns.<br />
<br />
Here are the numbers calculated for the various flight paths and speeds.<br />
<br />
Abbreviations used: KIAS = Knots Indicated Airspeed, Req = Required, and G Forces = Forces of gravity<br />
<br />
{|border="1" cellpadding="2"<br />
|Align="right" width="120"|Paik > Morin<br />
|Align="right" width="110"|Direct Heading<br />
|Align="right" width="100"|Degrees of turn<br />
|Align="right" width="100"|Turn Radius Req.<br />
|Align="right" width="80"|Bank Angle<br />
|Align="right" width="60"|G Forces<br />
|Align="right" width="80"|Stall Speed<br />
|-<br />
|Align="right"|250 KIAS<br />
|Align="right"|072°<br />
|Align="right"|0<br />
|Align="right"|0<br />
|Align="right"|0<br />
|Align="right"|1<br />
|Align="right"|160 KIAS<br />
|-<br />
|Align="right"|300 KIAS<br />
|Align="right"|072°<br />
|Align="right"|0<br />
|Align="right"|0<br />
|Align="right"|0<br />
|Align="right"|1<br />
|Align="right"|160 KIAS<br />
|-<br />
|Align="right"|350 KIAS<br />
|Align="right"|072°<br />
|Align="right"|0<br />
|Align="right"|0<br />
|Align="right"|0<br />
|Align="right"|1<br />
|Align="right"|160 KIAS<br />
|-<br />
|Align="right"|400 KIAS<br />
|Align="right"|072°<br />
|Align="right"|0<br />
|Align="right"|0<br />
|Align="right"|0<br />
|Align="right"|1<br />
|Align="right"|160 KIAS<br />
|-<br />
|Align="right"|450 KIAS<br />
|Align="right"|072°<br />
|Align="right"|0<br />
|Align="right"|0<br />
|Align="right"|0<br />
|Align="right"|1<br />
|Align="right"|160 KIAS<br />
|}<br />
<br />
{|cellpadding="2" border="1"<br />
|Align="right" width="120"|Morin > NoC1 <br />
|Align="right" width="110"|Heading fm Turn Radius<br />
|Align="right" width="100"|Degrees of turn<br />
|Align="right" width="100"|Turn Radius Req.<br />
|Align="right" width="80"|Bank Angle<br />
|Align="right" width="60"|G Forces<br />
|Align="right" width="80"|Stall Speed<br />
|-<br />
|Align="right"|250 KIAS<br />
|Align="right"|032°<br />
|Align="right"|040°<br />
|Align="right"|~2000'<br />
|Align="right"|70.3°<br />
|Align="right"|3.0<br />
|Align="right"|<span style="color: Red">275 KIAS</span><br />
|-<br />
|Align="right"|300 KIAS<br />
|Align="right"|032°<br />
|Align="right"|040°<br />
|Align="right"|~2000'<br />
|Align="right"|76.1°<br />
|Align="right"|4.2<br />
|Align="right"|<span style="color: Red">326 KIAS</span><br />
|-<br />
|Align="right"|350 KIAS<br />
|Align="right"|032°<br />
|Align="right"|040°<br />
|Align="right"|~2000'<br />
|Align="right"|79.7°<br />
|Align="right"|5.6<br />
|Align="right"|<span style="color: Red">378 KIAS</span><br />
|-<br />
|Align="right"|400 KIAS<br />
|Align="right"|032°<br />
|Align="right"|040°<br />
|Align="right"|~2000'<br />
|Align="right"|82.1°<br />
|Align="right"|7.2<br />
|Align="right"|<span style="color: Red">430 KIAS</span><br />
|-<br />
|Align="right"|450 KIAS<br />
|Align="right"|032°<br />
|Align="right"|040°<br />
|Align="right"|~2000'<br />
|Align="right"|83.8°<br />
|Align="right"|9.2<br />
|Align="right"|<span style="color: Red">485 KIAS</span><br />
|}<br />
<br />
{|cellpadding="2" border="1"<br />
|Align="right" width="120"|Morin > NoC2<br />
|Align="right" width="110"|Heading fm Turn Radius<br />
|Align="right" width="100"|Degrees of turn<br />
|Align="right" width="100"|Turn Radius Req.<br />
|Align="right" width="80"|Bank Angle<br />
|Align="right" width="60"|G Forces<br />
|Align="right" width="80"|Stall Speed<br />
|-<br />
|Align="right"|250 KIAS<br />
|Align="right"|023°<br />
|Align="right"|049°<br />
|Align="right"|~1680'<br />
|Align="right"|73.3°<br />
|Align="right"|3.5<br />
|Align="right"|<span style="color: Red">298 KIAS</span><br />
|-<br />
|Align="right"|300 KIAS<br />
|Align="right"|023°<br />
|Align="right"|049°<br />
|Align="right"|~1680'<br />
|Align="right"|78.2°<br />
|Align="right"|4.9<br />
|Align="right"|<span style="color: Red">353 KIAS</span><br />
|-<br />
|Align="right"|350 KIAS<br />
|Align="right"|023°<br />
|Align="right"|049°<br />
|Align="right"|~1680'<br />
|Align="right"|81.3°<br />
|Align="right"|6.6<br />
|Align="right"|<span style="color: Red">410 KIAS</span><br />
|-<br />
|Align="right"|400 KIAS<br />
|Align="right"|023°<br />
|Align="right"|049°<br />
|Align="right"|~1680'<br />
|Align="right"|83.4°<br />
|Align="right"|8.6<br />
|Align="right"|<span style="color: Red">470 KIAS</span><br />
|-<br />
|Align="right"|450 KIAS<br />
|Align="right"|023°<br />
|Align="right"|049°<br />
|Align="right"|~1680'<br />
|Align="right"|84.8°<br />
|Align="right"|10.9<br />
|Align="right"|<span style="color: Red">529 KIAS</span><br />
|}<br />
<br />
{|cellpadding="2" border="1"<br />
|Align="right" width="120"|Morin > NoC3<br />
|Align="right" width="110"|Heading fm Turn Radius<br />
|Align="right" width="100"|Degrees of turn<br />
|Align="right" width="100"|Turn Radius Req.<br />
|Align="right" width="80"|Bank Angle<br />
|Align="right" width="60"|G Forces<br />
|Align="right" width="80"|Stall Speed<br />
|-<br />
|Align="right"|250 KIAS<br />
|Align="right"|019°<br />
|Align="right"|053°<br />
|Align="right"|~1375'<br />
|Align="right"|76.2°<br />
|Align="right"|4.2<br />
|Align="right"|<span style="color: Red">327 KIAS</span><br />
|-<br />
|Align="right"|300 KIAS<br />
|Align="right"|019°<br />
|Align="right"|053°<br />
|Align="right"|~1375'<br />
|Align="right"|80.3°<br />
|Align="right"|5.9<br />
|Align="right"|<span style="color: Red">389 KIAS</span><br />
|-<br />
|Align="right"|350 KIAS<br />
|Align="right"|019°<br />
|Align="right"|053°<br />
|Align="right"|~1375'<br />
|Align="right"|82.9°<br />
|Align="right"|8.0<br />
|Align="right"|<span style="color: Red">454 KIAS</span><br />
|-<br />
|Align="right"|400 KIAS<br />
|Align="right"|019°<br />
|Align="right"|053°<br />
|Align="right"|~1375'<br />
|Align="right"|84.6°<br />
|Align="right"|10.5<br />
|Align="right"|<span style="color: Red">520 KIAS</span><br />
|-<br />
|Align="right"|450 KIAS<br />
|Align="right"|019°<br />
|Align="right"|053°<br />
|Align="right"|~1375'<br />
|Align="right"|85.7°<br />
|Align="right"|13.2<br />
|Align="right"|<span style="color: Red">581 KIAS</span><br />
|}<br />
<br />
{|cellpadding="2" border="1"<br />
|Align="right" width="120"|NoC1 > Impact Pt<br />
|Align="right" width="110"|Heading fm Turn Radius<br />
|Align="right" width="100"|Degrees of turn<br />
|Align="right" width="100"|Turn Radius Req.<br />
|Align="right" width="80"|Bank Angle<br />
|Align="right" width="60"|G Forces<br />
|Align="right" width="80"|Stall Speed<br />
|-<br />
|Align="right"|250 KIAS<br />
|Align="right"|127°<br />
|Align="right"|108°<br />
|Align="right"|~1000'<br />
|Align="right"|80°<br />
|Align="right"|5.7<br />
|Align="right"|<span style="color: Red">383 KIAS</span><br />
|-<br />
|Align="right"|300 KIAS<br />
|Align="right"|127°<br />
|Align="right"|108°<br />
|Align="right"|~1000'<br />
|Align="right"|83°<br />
|Align="right"|8.2<br />
|Align="right"|<span style="color: Red">457 KIAS</span><br />
|-<br />
|Align="right"|350 KIAS<br />
|Align="right"|127°<br />
|Align="right"|108°<br />
|Align="right"|~1000'<br />
|Align="right"|84.8°<br />
|Align="right"|10.9<br />
|Align="right"|<span style="color: Red">529 KIAS</span><br />
|-<br />
|Align="right"|400 KIAS<br />
|Align="right"|127°<br />
|Align="right"|108°<br />
|Align="right"|~1000'<br />
|Align="right"|86.1°<br />
|Align="right"|14.5<br />
|Align="right"|<span style="color: Red">610 KIAS</span><br />
|-<br />
|Align="right"|450 KIAS<br />
|Align="right"|127°<br />
|Align="right"|108°<br />
|Align="right"|~1000'<br />
|Align="right"|86.9°<br />
|Align="right"|18.2<br />
|Align="right"|<span style="color: Red">683 KIAS</span><br />
|}<br />
<br />
{|cellpadding="2" border="1"<br />
|Align="right" width="120"|NoC2 > Impact Pt<br />
|Align="right" width="110"|Heading fm Turn Radius<br />
|Align="right" width="100"|Degrees of turn<br />
|Align="right" width="100"|Turn Radius Req.<br />
|Align="right" width="80"|Bank Angle<br />
|Align="right" width="60"|G Forces<br />
|Align="right" width="80"|Stall Speed<br />
|-<br />
|Align="right"|250 KIAS<br />
|Align="right"|145°<br />
|Align="right"|122°<br />
|Align="right"|~1020'<br />
|Align="right"|79.7°<br />
|Align="right"|5.6<br />
|Align="right"|<span style="color: Red">378 KIAS</span><br />
|-<br />
|Align="right"|300 KIAS<br />
|Align="right"|145°<br />
|Align="right"|122°<br />
|Align="right"|~1020'<br />
|Align="right"|82.8°<br />
|Align="right"|7.9<br />
|Align="right"|<span style="color: Red">451 KIAS</span><br />
|-<br />
|Align="right"|350 KIAS<br />
|Align="right"|145°<br />
|Align="right"|122°<br />
|Align="right"|~1020'<br />
|Align="right"|84.7°<br />
|Align="right"|10.7<br />
|Align="right"|<span style="color: Red">524 KIAS</span><br />
|-<br />
|Align="right"|400 KIAS<br />
|Align="right"|145°<br />
|Align="right"|122°<br />
|Align="right"|~1020'<br />
|Align="right"|86°<br />
|Align="right"|14.2<br />
|Align="right"|<span style="color: Red">603 KIAS</span><br />
|-<br />
|Align="right"|450 KIAS<br />
|Align="right"|145°<br />
|Align="right"|122°<br />
|Align="right"|~1020'<br />
|Align="right"|87°<br />
|Align="right"|18.8<br />
|Align="right"|<span style="color: Red">694 KIAS</span><br />
|}<br />
<br />
{|cellpadding="2" border="1"<br />
|Align="right" width="120"|NoC3 > Impact Pt<br />
|Align="right" width="110"|Heading fm Turn Radius<br />
|Align="right" width="100"|Degrees of turn<br />
|Align="right" width="100"|Turn Radius Req.<br />
|Align="right" width="80"|Bank Angle<br />
|Align="right" width="60"|G Forces<br />
|Align="right" width="80"|Stall Speed<br />
|-<br />
|Align="right"|250 KIAS<br />
|Align="right"|165°<br />
|Align="right"|146°<br />
|Align="right"|~930'<br />
|Align="right"|80.6°<br />
|Align="right"|6.1<br />
|Align="right"|<span style="color: Red">395 KIAS</span><br />
|-<br />
|Align="right"|300 KIAS<br />
|Align="right"|165°<br />
|Align="right"|146°<br />
|Align="right"|~930'<br />
|Align="right"|83.5°<br />
|Align="right"|8.8<br />
|Align="right"|<span style="color: Red">474 KIAS</span><br />
|-<br />
|Align="right"|350 KIAS<br />
|Align="right"|165°<br />
|Align="right"|146°<br />
|Align="right"|~930'<br />
|Align="right"|85.2°<br />
|Align="right"|11.8<br />
|Align="right"|<span style="color: Red">551 KIAS</span><br />
|-<br />
|Align="right"|400 KIAS<br />
|Align="right"|165°<br />
|Align="right"|146°<br />
|Align="right"|~930'<br />
|Align="right"|86.4°<br />
|Align="right"|15.7<br />
|Align="right"|<span style="color: Red">635 KIAS</span><br />
|-<br />
|Align="right"|450 KIAS<br />
|Align="right"|165°<br />
|Align="right"|146°<br />
|Align="right"|~930'<br />
|Align="right"|87.1°<br />
|Align="right"|19.5<br />
|Align="right"|<span style="color: Red">706 KIAS</span><br />
|}<br />
<br />
Note: All airspeeds in <span style="color: Red">RED</span> exceed the typical stall speed of a large transport category aircraft.<br />
<br />
As is readily noted a <span style="color: Red">STALL</span> condition would have occurred <span style="color: Red">AT ALL SPEEDS</span> when attempting to accomplish any of these turns. A stall condition occurs when the angle of attack of the wing exceeds its critical angle of attack (lift capability). Unless immediately corrected by the pilot it results in an uncontrollable condition from which there may be no recovery. To recover from a stall the pilot must decrease the angle of attack which means the aircraft will not turn, but will descend if the steep bank is continued. Recovery also requires altitude, generally lots of altitude. Since the aircraft was already at very low altitude as testified by all witnesses there was likely insufficient altitude to allow a recovery. If we consider a superbly capable pilot at the controls who managed to recover the aircraft it COULD NOT have completed any of these depicted turns. In essence, any transport category aircraft that attempted these turns would have either CRASHED or failed to reach any of the points indicated to fly the depicted flight paths, more likely the former.<br />
<br />
'''Resources'''<br />
<br />
More information and references on stall speeds can be viewed at [http://en.wikipedia.org/wiki/Stall_%28flight%29 Wikipedia].<br />
<br />
Additional Information: All airline type aircraft (Category G) and their military equivalent are restricted to 2.5 G’s by Federal Air Regulations. This is an operational limit. [http://www.chillycraps.com/2007/04/boeing-777-wing-ultimate-load-test.html Tests of the Boeing 777] have shown the wings actually fail at ~ 7 G’s.<br />
<br />
Basic turn calculations and an explanation of how to measure turn radius [http://www.aerospaceweb.org/question/performance/q0146.shtml can be found here] [http://selair.selkirk.bc.ca/aerodynamics1/Lift/Page13.html and here].<br />
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[http://www.csgnetwork.com/aircraftturninfocalc.html This is an easy turn calculator] to use once the required turn radius is determined or alternatively a turn radius can be derived by plugging in proposed numbers. This calculator may also be used to check the numbers in the chart.<br />
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Others are encouraged to post this work on other web sites or link to the pages. In addition, anyone qualified to do so is free to examine this work. I claim no copyright to the material.<br />
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'''Further Reading'''<br />
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*[http://pilotsfor911truth.org/forum/index.php?showtopic=15930 THE NORTH APPROACH]: "This technical paper is a supplement to the video presentation “The North Flight Path: Aerodynamically Possible – Witness Compatible” and will serve to prove that a North Approach over the Naval Annex and north of the Citgo gas station is aerodynamically possible and consistent with witness statements."<br />
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*[http://forums.randi.org/showthread.php?t=118955 Regarding 'Debunking the North of the Citgo Theory']: Argument and counter-argument on Reheat's analysis.<br />
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*[http://www.abovetopsecret.com/forum/thread390495/pg1 FAA or 84RADES data falsified, or both]: Further discussion of flight 77's flight path and the supporting evidence at the Above Top Secret "9/11 Conspiracies" forum.</div>Mike