Parachutes are the Key

MOSSAD SUICIDE HIJACKERS?

Parachutes are how the Israelis tricked people into believing there had to be Arab hijackers on the 9/11 planes. The planners knew they had to make people believe that the hijackers were onboard when the planes went down. And what kind of hijackers are willing to give up their lives in a terrorist hijacking? The archetypal fanatical Muslim kind – not Mossad commandos on a false flag mission. Everybody saw the hijackers board the planes on the airport videos, heard the phone calls from frightened passengers and crew describing a hijacking by Middle Eastern types, and even heard the hijackers calling out to Allah on the cockpit recording of Flight 93 before they ran the plane into the ground. So there had to be real-live hijackers who must have died on the plane along with everyone else on those doomed flights.

So far so good. The perpetrators banked on the public being smart enough to realize that the profile of suicidal hijackers fit Al Qaeda terrorists but not Israeli terrorists – that is, if the possibility had even crossed their minds that the terrorists could be anyone else other than al Qaeda.

“Palestinian” terrorist forgot to hide his Star of David

And this is where many conspiracy theories fall short. Many conspiracy theorists realize the Muslims are patsies, and that the real perpetrators are Mossad agents (or even US Government agents). Where conspiracy theorists generally run into difficulties is explaining the conundrum that the people they think did 9/11, Mossad or US Government agents, historically do not carry out suicide missions.

To get around this sticky point, they devise convoluted and unlikely stories such as the faking of airplane phone calls, or planes being substituted, or even come up with “no plane theories” (NPT) – scenarios so implausible that it is no surprise that many of the public are skeptical of them and stick to the government version of 9/11. (See Loose Change, Thierry Meyssan’s books and Painful Deceptions for examples of awkward theories. This is a random selection. Most CT (conspiracy theory) sites stumble when it comes to explaining how the non-Arab hijackers carried out the hijacking part of the plan.)

What these conspiracy theorists do is twist and distort the facts to fit in with their pre-formulated theories. They should be doing things the other way around. For example, some come up with a “faked cell phone calls” theory. However, it is possible for people to make cell phone calls at altitudes of less than 10,000 feet. Many people, including pilots, have surreptitiously made such phone calls in the air for a while, and a researcher has done a live demonstration showing that these calls can be made. Most conspiracy theorists who say the cell phone calls are faked and that there were no real hijackers on the planes do so in order to avoid having to explain away the improbability of Mossad agents carrying out suicide missions.

Alternatively, some people say that there were real suicide hijackers on the planes but that they were Mossad not Arab. These conspiracy theorists ignore the historical reality that Mossad are not known to carry out suicide missions.

The common mistake that all these conspiracy theorists make is believing that once the hijackers boarded the planes, they stayed on them. Because of this false assumption, many dubious theories of the hijackings are fashioned.

This is the ONLY website to propose that hijackers were on the 9/11 planes but left the airliners before they crashed.

This is the first time in five years after 9/11 that the mystery of how the Israelis pulled off this stunt has been solved.

And parachutes are the key.

LOGISTICS OF A PARACHUTE JUMP FROM A PLANE

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Click here to view Clip1
https://vid.me/9DlW

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Click here to view Clip2
https://vid.me/U12t

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Click here to view Clip3
https://vid.me/2Zko

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Click here to view Clip4
https://vid.me/iA5N

After the hijackers had play-acted the part of fanatical Muslim hijackers and had convinced everyone on board and those on the ground who were listening in that they were hijacking the plane for an Arab cause, they executed the next phase of the operation.

They reset the planes’ flight control to automatic pilot flight or remote control flight (assisted possibly by a spotter plane), donned on respirators and entered the main compartment. They incapacitated the hostages by spraying an anesthetic aerosol into the cabin, and proceeded to an exit of their now depressurized plane to make their parachute jump.

At that moment, the plane was flying at an altitude of around 7,000 feet – certainly no more than 10,000 feet.

Skydivers jump comfortably at these altitudes and actually their preferred altitude is greater than 10,000 feet, around 12,000 feet.

The conditions necessary for a safe parachute jump from an airliner are:

Plane is flying at an altitude between 2,000 feet and 14,500 feet. The highest recorded parachute jump was made by Captain Kittinger (31,354 feet). Commandos who do special insertions – parachute drops from airliners into off-limits territory – jump at an altitude of 35,000 feet (HALO and HAHO drops – see below).
Plane is flying at a speed of less than 150 knots
Parachutist does not make an upjump when leaving the plane.
Plane is flying over a flat grassy area, not over woods or built-up areas.

See Skydiving FAQ: how high, how low, how fast?

We know that Flight 93 was at a low enough altitude for a jump: the transponder readings show the plane was at 7,000 feet between 10:03 and 10:06 and possibly for longer than those times as the transponder was only turned on for 3 minutes.

As for the speed of the planes, those four flights were chosen because of their low passenger loads. The planners wanted low ballast as it would make it easier for the airliners to maintain a low speed while the hijackers prepared to jump.

Depressurization was no problem because the plane is depressurized already at less than 10,000 feet. Opening a hatch door would not have posed a problem in a depressurized plane.

DROPZONES

In all four of the 9-11 flights, the planes were diverted into rural regions:

Flight 11 (crashed into North Tower)

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Plane flew over rural New York

Flight 175 (crashed into South Tower)

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Plane flew over rural New York

Flight 77 (crashed into Pentagon)

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Plane flew over rural West Virginia and rural Virginia

Flight 93 (crashed in Shanksville)

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Plane flew over and crashed in rural Pennsylvania

If the flight paths of the four planes and the locales that they flew over were researched, it’s highly possible that parachute dropzones are to be found on the flight paths especially in the last half-hour of the flights. In Pennsylvania alone, there are nine such dropzones:

– Endless Mountain Skydivers
– Erie Skydivers
– Kutztown Skydiving Center
– Maytown Sport Parachute Center
– Pennsylvania Skydivivng U. Corp.
– Skydive Pennridge
– Skydive Pennsylvania
– Skydive the Poconos
– The Skydivin’ Place

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Near Shanksville PA (where Flight 93 crashed), between Reading and Allenstown, is Kutztown, the location of a skydiving center, Kutztown Skydiving Center. Given that 9/11 had to have been planned years ahead, it’s highly likely the Israelis had the locations of all the parachute centers in America mapped out and they drew up a plan of the flight paths in such a way that each of the planes would fly over a dropzone or be in close vicinity to one in the last stages (last 0.5 hour) of their flights. About 1000 parachute jumps are made in America daily. Parachute jumps by 19 hijackers in one of these dropzone areas would have been unremarked upon; these skydiving centers gave camouflage to the Mossad hijackers. And the landing would be softer in those zones.

From Wikipedia:

Airbus maiden flight

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Airbus A380

The world’s largest passenger aircraft, the Airbus A380, has made its maiden flight after lifting off from Toulouse in France.

The take-off, at 08:30 UTC, was apparently normal and took place exactly on time. The aircraft flew into clear blue skies with a flight crew of six (all wearing parachutes as a safety precaution) and twenty tonnes of test equipment on board.

They would not have given the crew parachutes if they had thought it was impossible to make a parachute jump from an airliner.

D.B. COOPER

And then there is the infamous D.B. Cooper, the pseudonym of a hijacker who ransomed a Boeing airliner and made his getaway by parachute.

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“D.B. Cooper”

His feat inspired the coining of the term “to do a D.B. Cooper” – to jump from an airliner by parachute. Nobody knows whether he survived the jump: no body has been found although a bunch of notes from the $20,000 ransom he demanded was found on a riverbank. Quite a few people have claimed to be him though none have been able to substantiate their claim. It remains a 30-year old mystery that takes its place among the annals of daring crime. He performed this escapade in the 1970s which seems to have been the era for parachute jumps from planes by fugitives. There were three copycats in the year 1972 alone, the year following D.B. Cooper’s leap. All survived their parachute descent from airliners. However D.B. Cooper was by no means the first airliner hijacker to escape by parachute-his crime though was the first one of its type to catch the public’s imagination.

It is instructive to look at DB Cooper’s crime to get into the mindset of the Israeli planners. It seems DB Cooper had made a careful study of airliners and researched his parachute jump well. He chose to hijack a 727 airliner (Northwest Orient) because it is one of the lighter airliners – 50 tons without fuel. Even with a full load of fuel, the airliner is able to maintain a speed of less than 150 knots. Slower speeds are desirable when making a jump from a plane.

Also, the 727 was chosen because its engines would not pose a problem to a parachute jumper. There is one engine above the tail fin and two engines above the wings on either side of the fuselage.

DB Cooper gave instructions to the pilots to fly at an altitude no higher than 10,000 feet and to reduce the speed to less than 150 knots. Then when he had reached the point when he wanted to make his jump, he lowered the aft steps from the hatch opening and made his legendary leap.

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Boeing 777 Crew Ladder (deployed position)

A Mystery (The story of D.B. Cooper)

http://www.crimelibrary.com/criminal_mind/scams/DB_Cooper/index.html

Cooper read an instruction card for operation of the aft stairs, which lowered by gravity from the underside of the rear of the fuselage through employment of a simple lever similar to an automobile emergency brake. Cooper questioned Mucklow carefully about the stairs, and the flight attendant said she did not believe they could be lowered during flight. Cooper told her flatly that she was wrong.

Cooper then gave instructions about how to fly the plane in preparation for the jump:

He ordered an altitude not to exceed 10,000 feet, with wing flaps set at 15 degrees and airspeed of no more than 150 knots.

He obviously had chosen the airliner well by taking into account fuel capacity and lowest speed in the air. He wanted a plane which would be the easiest to ditch from midair. He had made all the necessary calculations and done the research:

Larger jets could not have maintained such a low airspeed. But Cooper obviously knew that the lightweight 727 (just 50 tons without fuel) could fly as slowly as 80 knots in the dense air at 10,000 feet. Even with a full load of fuel the jet would have no problem maintaining a speed of 100 knots.

This is the same reason the hijackers chose plane flights that all had low passenger loads:

http://www.whatreallyhappened.com/hijackers.html

The total passenger seating capacity of the four 9/11 airliners was 762 people. There are 229 passengers and crew members on the four death lists issued by CNN (although this figure varies). The total number of passengers on the four airliners was only 26 percent of capacity.

See passenger loads table for the four flights here:

http://killtown.911review.org/chart.html#passenger_loads

It was not because they wanted to minimize casualty rates as some people have proposed. That isn’t a consideration in this kind of hijacking.

http://edition.cnn.com/2001/US/09/19/hijacked.planes/

The numbers appear out-of-whack, thankfully. And so, a lingering question is why the passenger loads on the four planes hijacked in U.S. skies are being described by industry officials as “very, very low.” ….They wanted the numbers to be on their side.”And they were, staggeringly so.Three of the transcontinental flights departed for the West Coast with at least two-thirds of the seats empty ….Through July, airlines in the United States reported flights on average were 71 percent capacity this year.All four of the hijacked flights had passenger loads significantly down in comparison with similar flights in June, the second quarter this year and last September — according to statistics provided by the Department of Transportation….They acted on a Tuesday, normally one of the slowest air traffic days. And just after Labor Day, when summer travel eases considerably …..

Industry sources said post-Labor Day isn’t normally a strong time and air traffic is off this year, but passenger loads on the four flights are off about 20 percent from similar routes last September.

All were carrying a full load of fuel when they departed for their final trips as did the Boeing 727 that Cooper hijacked.

Above is from: http://edition.cnn.com/2001/US/09/19/hijacked.planes/

Skydivers prefer slower airspeeds to diminish the buffeting effects of the wind, but a dive at 150 knots is acceptable for an experienced jumper. And Cooper chose Flight 305 as much for its airplane as for its destination. The Boeing 727-100 has three engines, one high on the fuselage immediately in front of the vertical tail fin and two others on either side of the fuselage just above the horizontal tail fins. He knew that neither engine intakes nor exhaust would interfere when he lowered the aft steps and stepped out into the night sky.

At an altitude of 7,000 feet, the estimated height of FL93 in at least the last 15 minutes before it crashed, depressurization was no problem. Plane doors and hatches could be opened easily. Besides, the hijackers were wearing respirator masks by this point in time as they had just sprayed the passengers and crew with a nerve agent to make them unconscious or dead. And of course they knew how to fully operate a Boeing plane, including how to open the doors.

From Crime Library: DB Cooper:

Finally, Cooper told Capt. Scott that the cabin should not be pressurized. The hijacker understood he could breathe normally at 10,000 feet ..

Cooper had ambled down the aft stairs wearing both backpack and chestpack parachutes …. At Cooper’s moment of truth, the plane was traveling at slightly faster than his mandated airspeed—170 knots, or about 195 mph. Yet Cooper followed through on his plan. He took a dive into the inky darkness …

Cooper, of course, was never heard from again. No one has been able to prove that he got away. But no one has proven that he didn’t.

Read more about D.B. Cooper at the Crime Library.

US SPECIAL FORCES

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Book “Warrior Soul” by Chuck Pfarrer

The US inserts special troops into hostile territory using the parachute and civilian aircraft trick when they can not get their spies in by other means.

“Jumping out of commercial airliners is an operation, or op, we call a “D. B. Cooper.” Using scheduled air traffic to insert into a hostile country, or a denied area, is a SEAL specialty.Most people do not parachute on purpose from jet aircraft … We were trained to jump from commercial airliners because they are ubiquitous and nonattributable. It is one thing to prohibit American military aircraft from flying over your country. It is quite another to close down your airspace to all commercial traffic. Libya, Syria, Cuba … allow commercial flights to fly through their airspace. This is all the opening a SEAL Team needs …. There are two principal types of SEAL parachute operations: HALO, or high altitude, low opening; and HAHO, high altitude, high opening.”

From Warrior Soul: the Memoir of a Navy SEAL by Chuck Pfarrer

HALO parachute jumps

In these parachute jumps, special operations forces were jumping from 35,000 feet (HALO and HAHO drops). Jumping from a plane at 7,000 feet would have been peanuts in comparison.

In a HALO drop, you exit the aircraft at 35,000 feet on oxygen and open your parachute low, at 2,000 feet, to avoid detection ….
In a HAHO drop, jumpers exit the aircraft above 35,000 feet, but their parachutes are deployed after a brief delay, maybe three seconds, opening high instead of low-sometimes literally in the jet stream.

Mossad and HALO

.. A Mossad source told me: “We would be on to Bin-Laden before he and his men even knew we were overhead”. Part of a HALO-based operation would include Galaxy aircraft dropping canisters filled with equipment. The 1,000 pound canisters would home in homing devices planted by Mossad agents.

From “Seeds of Fire” by Gordon Thomas

http://users.cyberone.com.au/myers/vanunu.html

EXIT DOORS AND HATCHES

In the parachute jump that Chuck Pfarrer describes above, the SEAL members go through a hatch in the deck of the rear galley and drop into the luggage compartment below:

“…. we pulled our parachutes from the overhead racks. A hatch was opened on the deck of the rear galley, and Phil Fenko dropped into the luggage compartment.”

The hijackers could have exited from a number of doors and hatches from the Boeings 767 and 757. Once the passengers and crew had been knocked out by the anesthetic spray, the hijackers had free run of the plane. There was nobody conscious, or maybe even alive, to note their actions and report them over the phone.

The safer exits to make a jump from are the cargo hatches in the belly of the planes. There is no danger of being hit by a wing or any other protruding appendage of the plane when making the jump.

Access to the luggage hold is gained via a hatch in the floor of the main deck. In Boeing 767-300s, the forward lower deck compartment serves as both a service compartment and a cargo compartment. Access is provided by two hatches in the cabin floor. The crew access the lower deck compartment via ladder. There could have been similar connections between the main deck and the cargo compartment in Boeing 767-200 planes, the planes the hijackers used in two of the hijackings.

See: Special Conditions: Boeing Model 767-300 Airplane; Forward Lower Deck Service/Cargo Compartment

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Cargohold of ZZ171 looking aft (photo, Jim Woodrow)

Other exits the hijackers could have utilized are the maintenance/ditching hatch, forward emergency escape door, crew entry door – all located in the forward section of the plane.

However, the hijackers probably did not choose one of the main cabin exits as these ones release a slide once they’re open. The hijackers would have known which cabin exits contained slides and which didn’t.

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Open cargo door of Boeing 767-300 Freighter

The Israelis risked little in choosing a parachute exit from the planes. Even if the planes had been caught on film before they had crashed, such as was the case with Flight 175, the odds are the pictures would have been so hazy and unfocused, having been taken at a great distance from the planes, with the result that nothing could be really determined from them.

Finally it should be noted that these hijackers were highly-trained commandos who would have practised these jumps many times. El Al’s fleet consists of Boeings including 767s and 757s, the same planes involved in 9/11. Because of their experience and skill, the hijackers would have had little difficulty negotiating a drop from almost any exit of the plane, even an exit that was close to a horizontal stabilizer or wing, so long as they avoided making an up-jump.

There is little doubt the Israelis did a DB Cooper and thus deceived the public into thinking that the hijackers had died on the planes with the hostages.