HIJACKERS
“There were no Muslim hijackers at the controls of the 9/11 aircraft. The aircraft were electronically hijacked through employment of a system called the uninterruptible autopilot that enables a remote source to take complete control of the aircraft autopilot and flight management computers and guide it to its target. Once engaged, the pilots cannot disconnect the system”. – Captain Dan Hanley
Having only trained in light, single-engine Cessna aircraft, none of these poorly trained and inexperienced alleged 9/11 Muslim hijackers had ever flown a heavy commercial jet aircraft in their life and yet on that fateful day they each managed to precisely hit their targets on the first attempt flying at speeds in excess of 400 to 500 knots.
We think not.
Hani Hanjour was the Saudi Arabian hijacker pilot of American Airlines Flight 77, allegedly crashing a B-757 into the Pentagon on September 11th.
Age: 29
Ratings: Commercial
Impact Speed: 460 knots (530 mph)
The purported profile flown by alleged Muslim hijacker Hani Hanjour who supposedly piloted American Airlines flight 77 that allegedly struck the Pentagon on 9/11 could not have been performed by the most experienced pilots in the world. The aircraft was reported to have conducted a descending and accelerating 330 degree corkscrew turn from 7000 feet west of the Pentagon to arrive precisely at ground level without skidding the surface to strike the Office of Naval Intelligence with military precision at over 500 miles per hour. This maneuver was replicated in a flight simulator. Highly experienced pilots could not perform this maneuver on successive attempts without crashing and yet, according to the official narrative, Hani Hanjour accomplished this amazing aerial feat on the first attempt with minimal aircraft experience training in light Cessna aircraft having only a few hundred hours of total flight time.
Notes:
- In August 2001, just one month prior to 9/11, Hanjour tried to rent a single-engine Cessna 172 from the Freeway Airport in Maryland. Two instructors, Sheri Baxter and Ben Conner, who had previously flown with Hanjour on three flights approached chief flight instructor Marcel Bernard at the Freeway Airport advising him that Hanjour was a poor student who could not handle flying and landing a single-engine Cessna 172. Based on the judgment of and evaluation by these highly trained instructors, he was denied rental of the aircraft. Yet we have been led to believe that this pilot could fly a 100-ton aircraft 160 feet in length at 500 knots without skidding the surface to hit the Pentagon on his first try.
- Please take the time to read the July 2009 article below written by 9/11 researcher and author Mark H. Gaffney that appeared in Global Research for additional information:
- Hani Hanjour only trained in light propeller planes like the single-engine Cessna and twin-engine Piper, and had never flown a jet aircraft.
- In January 2001, Arizona JetTech flight school managers reported him to the FAA at least five times because his English was inadequate for the commercial pilot’s certificate.
- It took him five hours to complete an oral exam meant to last just two hours, said Peggy Chevrette. Hanjour failed UA English classes with a 0.26 GPA and a JetTech manager said “He could not fly at all.”
- According the 9/11 Commission, Hanjour began his training “in earnest”. But in reality, while at CRM, Hanjour never finished coursework required to get his certificate to be able to fly a single-engine aircraft.
- The New York Times reported that “he was a lackadaisical student who often cut class and never displayed the passion so common among budding commercial airline pilots”.
- ABC News reported that when he returned to CRM, “He was trying for his private pilot’s license”, but according to one of his instructor’s, he “was a very poor student who skipped homework and missed flights.” The school’s attorney said that when Hanjour reapplied again later in 2000, “We declined to provide training to him because we didn’t think he was a good enough student when he was there in 1996 and 1997.” The school’s owner described him as a “weak student” who “was wasting our resources” He said “One of the first accomplishments of someone in flight school is to fly a plane without an instructor”.
- The Chicago Tribune reported that at CRM, “A flight instructor said Hanjour left an impression by being unimpressive. ‘He was making weak progress,’ said Duncan Hastie, president of CRM.”
So, Who is Eddie Shalev?
The record compiled by the FBI for the purpose of authenticating Hani Hanjour‘s flight skills fails to provide convincing substantiation. Notice, for this reason it also fails to support the testimony of the other flight instructor, Eddie Shalev, who certified Hanjour to rent a Cessna 172 from Congressional Air Charters just three days after Marcel Bernard, the chief instructor at Freeway, refused to rent Hanjour the very same plane.
The 9/11 Commission Report makes no mention of the incident at Freeway airport, nor does it discuss Eddie Shalev, other than alluding to Hanjour’s certification flight in a brief endnote. This is curious, since it now appears that Shalev’s testimony was crucial. By telling the commission what it was predisposed to hear, Shalev gave the official investigation an excuse to ignore the preponderance of evidence, which pointed to the unthinkable.
So, who is Eddie Shalev?
His identity remained unknown for more than seven years, but was finally revealed in one of the files released in January 2009 by the National Archives. The document, labeled a “Memorandum for the Record,” is a summary of the April 2004 interview with Eddie Shalev conducted by commission staffer Quinn John Tamm.
The document confirms that Shalev went on record:
“Mr Shalev stated that based on his observations Hanjour was a ‘good’ pilot.”
It is noteworthy that Tamm also spoke with Freeway instructors Sheri Baxter and Ben Conner, as revealed by yet another recently-released document.
Although I was unable to reach Tamm or Baxter for comment, I did talk with Conner, who confirmed the conversation. Conner says he fully expected to testify before the commission. Perhaps not surprisingly, the call never came.
But the shocker is the revelation that Eddie Shalev is an Israeli and served in the Israeli army.
The file states that,
“Mr. Shalev served in the Israeli Defense Forces in a paratroop regiment. He was a jumpmaster on a Boeing C-130. Mr. Shalev moved to the Gaithersburg area in April 2001 and was sponsored for employment by Congressional Air Charters…[which] has subsequently gone out of business.”
The memorandum raises disturbing questions.
Consider the staffer’s strange choice of words in describing Shalev’s employment.
- What did Quinn John Tamm mean when he wrote that Shalev “was sponsored for employment”?
- Did the commission bother to investigate Congressional Air Charters?
It is curious that the charter service subsequently went out of business.
But the most important question is:
- Just how thoroughly, if at all, did the commission vet Eddie Shalev?
- Does his military record include service in the Israeli intelligence community?
Real people have known addresses. But the current whereabouts of Eddie Shalev is unknown.
As reported by David Griffin, a 2007 search of the national telephone directory, plus Google searches by research librarian Elizabeth Woodworth, turned up no trace of him. A LexisNexis search by Matthew Everett also came up dry.
Recent searches by Woodworth and myself indicate that an “Eddy Shalev” resided in Rockville, Maryland as recently as 2007. However, the associated phone number is no longer in service. The 9/11 memorandum raises the possibility that Shalev may have returned to Israel. Clearly, the man needs to be found, subpoenaed and made to testify under oath before a new investigation, even if this necessitates extradition.
Quinn John Tamm and the two Freeway instructors, Sheri Baxter and Ben Conner, should also be subpoenaed. All are key witnesses and obvious starting points for a new 9/11 investigation.
Given his identity, the search for and possible extradition of Eddie Shalev could become controversial.
But 9/11 investigators must not be turned aside. We must follow the trail of evidence, regardless. Should it lead into a dark wood, we must resolve to go there; and if it takes us to the gates of hell, so be it. When our search obtains a certain critical mass, momentum will shift decisively in our favor.
Public support for a new 9/11 investigation will become irresistible.
The light of truth will do the rest…
Mohamed Atta was an Egyptian hijacker and one of the ringleaders of the September 11 attacks that allegedly flew American Airlines Flight 11 into the North Tower of the World Trade Center.
Age: 33
Commenced flying: June 2000
Ratings: Commercial and Instrument
Impact Speed: 404 knots (465 mph)
The flight path of American flight 11 was basically a straight-in approach from the north into the North Tower of the World Trade Center at an incredible speed. The precision required to execute the maneuver performed would be the equivalent to accelerating a large semi-tractor trailer to over 500 mph and driving it through a Jiffy Lube without scrapping the sides of the truck and without ever having driven the truck before.
Marwan al-Shehhi, from the United Arab Emirates, was the hijacker pilot of United Airlines Flight 175, allegedly crashing a B-767 into the South Tower of the World Trade Center on September 11th.
Age 23
Commenced flying: June 2000
Ratings: Commercial
Impact speed: 513 Knots (590 mph)
United Flight 175 approached the South Tower of the World Trade Center from the south in a descending left hand turn accelerating to 590 mph. Within 12 seconds to impact, the aircraft made a slight left turn with a bank angle of twenty degrees to precisely strike the building. Had the aircraft not made this turn at exactly that moment with the correct angle of bank, the aircraft would have missed the building by 800 feet, a maneuver that even the most experienced pilots could not have performed at that speed.