The 19 hijackers in the September 11 attacks were organized into four teams, each led by a pilot-trained hijacker with three or four "muscle hijackers," who were trained to help subdue the pilots, passengers, and crew.
The first hijackers to arrive in the United States were
Khalid al-Mihdhar and
Nawaf al-Hazmi, who settled in San Diego County, California, in January 2000. They were followed by three hijacker-pilots,
Mohamed Atta,
Marwan al-Shehhi, and
Ziad Jarrah in mid-2000 to undertake flight training in south Florida. The fourth hijacker-pilot,
Hani Hanjour, arrived in San Diego in December 2000. The rest of the "muscle hijackers" arrived in early- and mid-2001.
As for the pilots who would go on to participate in the attacks, three of them were original members of the Hamburg cell (
Mohamed Atta,
Marwan al-Shehhi and
Ziad Jarrah). Following their training at Al-Qaeda training camps in Afghanistan, they were chosen by Bin Laden and Al-Qaeda's military wing due to their extensive knowledge of western culture and language skills, increasing the mission's operational security and its chances for success. The fourth intended pilot,
Ramzi bin al-Shibh, a member of the Hamburg cell, was also chosen to participate in the attacks yet was unable to obtain a visa for entry into the United States. He was later replaced by
Hani Hanjour, a Saudi national.
Mihdhar and
Hazmi were also potential pilot hijackers, but did not do well in their initial pilot lessons in San Diego. Both were kept on as "muscle" hijackers, who would help overpower the passengers and crew and allow the pilot hijackers to take control of the flights. In addition to Mihdhar and Hazmi, thirteen other muscle hijackers were selected in late 2000 or early 2001.
https://en.wikipedia.org/wiki/Hijackers_in_the_September_11_attacks
Atta (American Airlines Flight 11 – World Trade Center - North Tower) in 1985 entered Cairo University to study engineering, was admitted into the very selective architecture program during his senior year, graduated in 1990 with a degree in architecture, and then joined the Muslim Brotherhood-affiliated Engineers Syndicate organization. For several months after graduating, Atta worked at the Urban Development Center in Cairo, on architectural, planning, and building design. In Germany, from 1992, he enrolled in the urban planning graduate program at the Hamburg University of Technology. He studied under the guidance of the department chair, Dittmar Machule.
https://en.wikipedia.org/wiki/Mohamed_Atta
After graduating from high school in 1995,
Marwan al-Shehhi (United Airlines Flight 175 – Two World Trade Center - South Tower) enlisted in the Emirati military and received a half a year of basic training before he was admitted into a military scholarship program that allowed him to continue his education in Germany, where he first arrived in April 1996. While in Germany,
al-Shehhi enrolled in the University of Bonn after completing a German course. In early 1998, he transferred to the Technical University of Hamburg. A poor student, he was directed by the Scholarship program administrators to repeat a semester of his studies back in Bonn beginning in August 1998.
Al-Shehhi did not enroll back at Bonn until January 1999 and continued to struggle with his studies. By July 1999, he returned to Hamburg to study
shipbuilding.
https://en.wikipedia.org/wiki/Marwan_al-Shehhi
Atta arrived in the United States, together with
Marwan al-Shehhi, in June 2000. Both ended up in Venice, Florida at Huffman Aviation, where they entered the
Accelerated Pilot Program.
Atta and Shehhi obtained instrument ratings in November 2000, and continued training on simulators and flight training.
https://en.wikipedia.org/wiki/Mohamed_Atta
Al-Shehhi was the first of the Hamburg group to leave for the United States. He arrived in Newark, New Jersey on 29 May 2000. Atta joined him the next month, and the two began to search for flight schools. Al-Shehhi posed as a body guard of Atta, who was also posing as a "Saudi Arabian royal family member" while the two of them took flying lessons in Venice, Florida. They received their licenses by December 2000. On 29 December, Atta and Marwan went to the Opa-Locka Airport and practiced on a Boeing 727 simulator. They logged hundreds of hours on a Boeing 727 flight simulator.
https://en.wikipedia.org/wiki/Marwan_al-Shehhi#Flight_education_and_preparation
Atta began flight training on July 6, 2000, and continued training nearly every day. By the end of July, both
Atta and
Shehhi did solo flights. Atta earned his private pilot certificate in September, and then he and Shehhi decided to switch flight schools. Both enrolled at Jones Aviation in Sarasota and took training there for a brief time. They had problems following instructions and were both very upset when they failed their Stage 1 exam at Jones Aviation. They inquired about multi-engine planes and told the instructor that "they wanted to move quickly, because they had a job waiting in their country upon completion of their training in the U.S." In mid-October,
Atta and
Shehhi returned to Huffman Aviation to continue training. In November 2000, Atta earned his instrument rating, and then a commercial pilot's license in December from the Federal Aviation Administration.
Atta continued with flight training, including solo flights and simulator time. On December 22,
Atta and
Shehhi applied to Eagle International for large jet and simulator training for McDonnell Douglas DC-9 and Boeing 737–300 models. On December 29 and 30, Atta and Marwan went to the Opa-locka Airport where they practiced on a Boeing 727 simulator, and they obtained Boeing 767 simulator training from Pan Am International on December 31. Atta purchased flight deck videos for Boeing 747–200, Boeing 757–200, Airbus A320 and Boeing 767-300ER models via mail-order from Sporty's Pilot Shop in Batavia, Ohio in November and December 2000.
https://en.wikipedia.org/wiki/Mohamed_Atta
Jarrah (United Airlines Flight 93) was born in Beirut, Lebanon, to a wealthy family. He was brought up in the Muslim quarter of the city, Tarik Jdideh, and received his primary and secondary education from schools in that area. In the spring of 1996,
Jarrah moved to Germany with his cousin Salim. They were there to take a certificate course in German at the University of Greifswald required of foreigners studying in Germany who do not speak the language. In 1997,
Jarrah left Greifswald and instead began studying
aerospace engineering at the Fachhochschule (University of Applied Sciences) in Hamburg, while working at a Volkswagen paint shop in nearby Wolfsburg. Subsequently,
Jarrah dropped out of the Fachhochschule and began looking at flight schools. He claimed that this was to fulfill his childhood dream of being a pilot. After looking in several countries, he decided that none of the flight schools in Europe were adequate. On the advice of a childhood friend, he prepared to move to the United States.
Jarrah apparently entered the United States on seven separate occasions, more than any other hijacker. On May 25, 2000, he applied for and received a five-year US B-1/B-2 (tourist/business) visa in Berlin. On June 27, 2000, he went to the U.S. for the first time, arriving at Newark International Airport. He then traveled to Florida, where he enrolled full-time at the Florida Flight Training Center in Venice.
Jarrah was enrolled in flight school for six months, from June 2000 to January 15, 2001. He obtained his license to fly small aircraft in August 2000, and began training to fly large jets later that year.
https://en.wikipedia.org/wiki/Ziad_Jarrah
Hanjour (American Airlines Flight 77 – Pentagon) first came to the United States in 1991, enrolling at the University of Arizona, where he studied
English for a few months before returning to Saudi Arabia early the next year. He came back to the United States in 1996, studying
English in California before he began taking
flying lessons in Arizona.
First staying with family friends in Miramar, Florida for a month before heading to Oakland, California to study English and attend flight school,
Hanjour was admitted to the
Sierra Academy of Aeronautics. But before beginning flight training, the academy arranged for him to take intensive English courses at ESL Language Center in Oakland. The flight school also arranged for him to stay with a host family, with whom he moved in with on May 20, 1996. He completed the English program in August, and in early September 1996, he attended a single day of ground school courses at the Sierra Academy of Aeronautics before withdrawing, citing financial worries about the $35,000 cost.
Hanjour left Oakland in September and moved to Phoenix, Arizona, paying $4,800 for lessons at
CRM Flight Cockpit Resource Management in Scottsdale. Receiving poor marks, Hanjour dropped out of flight school, and returned to Saudi Arabia at the end of November 1996.
Hanjour re-entered the United States on November 16, 1997, taking additional English courses in Florida, then returning to Phoenix, where he shared an apartment with muscle-hijacker
Nawaf al-Hazmi. In December, he resumed training at CRM Flight Cockpit Resource Management for a few weeks, before pursuing training at
Arizona Aviation.
al-Hazmi and
Hanjour stayed in Arizona, continued taking flight lessons at Arizona Aviation throughout 1998 and early 1999. In addition to flight training at Arizona Aviation,
Hanjour enrolled in
flight simulator classes at the S
awyer School of Aviation where he made only three or four visits (
Lotfi Raissi would begin taking lessons at the same school a month after
Hanjour quit).
Hanjour gained his FAA commercial pilot certificate in April 1999, getting a "satisfactory" rating from the examine and then went back to his native Saudi Arabia to find a job as a commercial pilot. Hanjour applied to civil aviation school in Jeddah, but was turned down.
Hanjour arrived back in the United States in December 2000. He joined up with Nawaf al-Hazmi in San Diego, and they immediately left for Arizona where Hanjour took
refresher pilot training. 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 he had already obtained. His FAA certificate had become invalid late in 1999 when he failed to take a mandatory medical examination. In February,
Hanjour began
advanced simulator training in Mesa, Arizona. In April 2001, they relocated to Falls Church, Virginia and then Paterson, New Jersey in late May where
Hanjour took
additional flight training.
https://en.wikipedia.org/wiki/Hani_Hanjour
If you google "flight 77" + engine you get plenty of pics showing engine parts found at the Pentagon crash site of Flight 77. Likewise for "flight 77" + "landing gear". Or "flight 77" + debris. But all we then get is "oh, well, that's not a 757 engine part / landing gear / debris" and on. But folks seem to completely forget parts have registration numbers that allow them to be traced back. See comments on my initial post. And around we go again.
Main landing gear section, apparent engine parts, and other aircraft and building debris, as collected.
https://sites.google.com/site/wtc7lies/pentagonattackpage2
For anyone interested in the damage to the Pentagon, the ASCE's Pentagon Building Performance Report is essential reading. From page 35: "The width of the severe damage to the west facade of the Pentagon was approximately 120 ft (from column lines 8 to 20)."
The hole made by flight 77 extends along the wing line, left and right of the fuselage hole. It is not a cookie-cutter hole: that simply cannot happen when a plane hits a heavily- reinforced concrete building. Flight 77 hit the Pentagon at a 43-degree angle to its west wall. It came from the right of the photo below.
https://sites.google.com/site/wtc7lies/pentagonattackpage2
As for other CCTV footage,
Arlinton Double Tree footage
CITGO gas station
Could there be more Pentagon CCTV footage? Possibly, provided the three roof mounted (left building corner, mid building and right building corner) and 1 guardhouse mounted camera's were looking the right direction at the right time, and were fast enough to capture the high speed inbound. BIG if's, those are.
This is the vehicle entry point CCTV, which yielded inconclusive images
This is the guard house CCTV
These are the roof CCTVs
This is roughly the approach vector
That is, IF we agree on what the flight path was to begin with....
And why assume a straight line or nice curved flight path?
That determines which camera's (besides the ones already mentioned on and off the Pentagon) could potentially have seen anything at all....
