Aidan Monaghan's blog
NYC Dept. of Buildings: No Records for Pre-9/11 WTC Elevator Rebuild, One of the “Largest, Most Sophisticated” Ever
The New York City Department of Buildings (DoB) has reported within a June 6, 2011 Freedom of Information (FOI) response, that no records could be located regarding the following request for information pertaining to the massive elevator modernization project underway at World Trade Center buildings 1 and 2 until the very morning of September 11, 2001, one of the largest ever . The DoB governs elevator construction and use within New York City.
An April 15, 2011 FOI appeal request sought:
“Permits or certifications provided by the NYC Department of Buildings regarding elevator modernization/renovation work performed at the former World Trade Center buildings 1 and 2 during the 1990s and 2000s."
The DoB’s June 6, 2011 FOI answer reads as follows:
“BIS shows no elevator records for the time period in question.”
The DoB’s Building Information System (BIS) “is the Department of Buildings’ main database. The database was put into production in 1984 and supports Department functions with respect to: ... Application Processing (application submission ...)” 
The DoB’s description of its role regarding elevator installation and use within New York City: “The Department of Buildings' Elevator Division oversees the use and operation of New York City's elevators”.  Such duties include the receipt and issuance of construction applications and permits: “Applications and Permits; New Installations or Major Upgrades; File an Elevator Application (EA) to install a new device or perform a substantial upgrade, alteration, replacement or modernization to an existing device.” 
Official GPS Data Reveal Superior Aviation GPS Service Provided To WTC & Pentagon During 9/11 Attacks
As the aircraft attacks of September 11, 2001 unfolded at the World Trade Center (WTC) and Pentagon buildings, maximum and near maximum augmented GPS positioning quality for the entire daylight period was provided to the geographic coordinates for the World Trade Center in New York City and the Pentagon in Arlington, VA. Based on output graphs generated by Trimble’s free and highly regarded downloadable GPS planning software , which utilizes GPS “almanac” data transmitted by the GPS constellation on September 11, 2001 and now archived at the website for the United States Coast Guard , conditions such as GPS satellite visibility and geometric “dilution of precision” are both shown to be at maximum or within minutes of maximum during the aircraft impacts at the World Trade Center and Pentagon. Such augmented GPS service is now in routine use by the U.S. commercial aviation industry to allow aircraft flight management computers to utilize precise aircraft positional information, accurate to within just several meters. This GPS service was activated on a conditional basis by the FAA just one year before the September 11, 2001 attacks . This service provided virtual aerial guidance corridors only 243 feet wide and a 95% confidence that an aircraft's true position will fall within any such designed corridor. The augmented GPS service was also utilized to precisely survey the Ground Zero site immediately after September 11, 2001.  Such corridors can be navigated entirely by autopilot and flight management systems scheduled in 1996 and 1998 to be contained by United and American airlines Boeing 757 and 767 aircraft like those used during the terrorist attacks of September 11, 2001.
Linked below are Freedom of Information records of the Port Authority of New York and New Jersey regarding pre-9/11 elevator modernization work within World Trade Center towers 1 and 2, reportedly performed by the ACE Elevator company.
On March 16, 2011 U.S. District Judge James C. Mahan dismissed a FOIA lawsuit for numerous FBI investigative records pertaining to the terrorist attacks of September 11, 2001. Case No. 2:09-cv-2199-JCM-PAL, Aidan Monaghan v. Department of Justice et al, sought the release of the following F.B.I. records. An appeal to the U.S. 9th Circuit Court of Appeals is likely.
(1) Records describing aircraft wreckage collection for American Airlines flight 77 and United Airlines flight 93 destroyed on September 11, 2001 in Arlington, VA and Shanksville, PA.; (2) Records describing the make and model of Flight Management Computers (FMCs) or Flight Management System (FMS) and Multi-Mode Receivers (MMR) contained by American Airlines flight 11, United Airlines flight 175, American Airlines flight 77 and United Airlines flight 93.; (3) Records containing inventory control serial numbers for Flight Data Recorders and Cockpit Voice Recorders for American Airlines flight 77 and United Airlines flight 93.; (4) Records regarding 'ACARS' (Aircraft Communications Addressing and Reporting System) communications generated by and transmitted to the four aircraft in question on September 11, 2001.; (5) Records regarding any FBI opinions disseminated by USA Today, describing explosive devices as a suspected cause of the destructions of the World Trade Center buildings in New York city, NY on September 11, 2001.; (6) Records regarding the FBI's collection and/or identification of human remains aboard American Airlines flight 77 recovered from the Pentagon building in Arlington, VA and United Airlines flight 93 recovered from Shanksville, PA following the terrorist attacks of September 11, 2001.; (7) An audio copy of the Cockpit Voice Recorder recording obtained from the Cockpit Voice Recorder recovered from the crash scene of United Airlines flight 93 in Shanksville, PA.; (8) Records pertaining to or establishing in-flight phone calls reportedly placed on September 11, 2001, by passengers on-board American Airlines flight 11, United Airlines flight 175, American Airlines flight 77 and United Airlines flight 93, all hijacked during the terrorist attacks of September 11, 2001.
DEPARTMENT OF JUSTICE, et al.,
The development of the capability of an aircraft Flight Management Computer (FMC) to take control of an aircraft away from a pilot and turn over control to its autopilot system, including apparently Boeing 757's, was underway circa September 11, 2001. The development of a collision avoidance, control override capability utilizing a Boeing 757 is documented as early as 1999. Boeing 757s and 767s containing common avionics, were used during the 9/11 attacks.
"Ultimately, if required, the system could initiate an automatically flown evasive maneuver. Validation flights were completed at the NASA Wallops Flight Facility and in-flight demonstrations of the system were completed at Minneapolis-St. Paul International Airport in November 1999 for FAA officials and other Government and industry representatives. The NASA B-757 ARIES and a Honeywell Gulfstream IV (G-IV) were used in the flight test effort."
NYC Department of Buildings: No Copies of City Issued Permits for Construction Within WTC 7 Found For Years 1999, 2000 and 2001
A Freedom of Information reply from the New York City Department of Buildings reports that copies of city permits for routine or major construction work within World Trade Center building 7 during the years 1999, 2000 and 2001 could not be located. Records for the “ALT 2” category were requested.
“DOB divides construction work into two main categories: New Buildings (NB) and Alterations (ALT). Alterations are further divided into three types—ALT1s, ALT2s and ALT3s—depending upon the scope of work. An ALT1 is a major alteration in which the use or occupancy of an existing property changes. An ALT2 is an alteration in which the use or occupancy of a facility does not change, but includes multiple work types, i.e., plumbing and construction. ALT1s and ALT2s must be filed by a registered architect or licensed engineer."
Freedom of Information Act data from the U.S. Geological Survey for seismic data generated by the crash of U.S. Air Flight 427 in southwestern Pennsylvania on September 8, 1994 suggests that even when a Boeing 737, a smaller but comparable aircraft to the Boeing 757, nose dives into the ground at 300 miles per hour , it will not necessarily generate recordable seismic data. Southwestern Pennsylvania is also the same general location of the crash of United Airlines Flight 93, which also reportedly nose dived into the ground at over 500 miles per hour on September 11, 2001. UA 93’s impact apparently did generate weak seismic signals. The reported crash of American Airlines Flight 77 also on September 11, 2001, a Boeing 757, apparently did not generate a discernable seismic signal.
Department of Defense: Images of Pentagon Crash Scene Before And During 9/11 Unavailable; Controlled By FBI
The following is a Freedom of Information Act reply from the U.S. Department of Defense for any unreleased video and images of the crash scene before and during the impact of American Airlines flight 77 at the Pentagon building on September 11, 2001.
From: "Jensen, Alfred CTR WHS/ESD/MCNEIL TECH, INC"
Date: September 24, 2010 10:21:34 AM PDT
Subject: FW: Freedom of Information Act Request
This is in response to your Freedom of Information Act request as stated below.
Additional Declassified U.S. Secret Service Records Describe Unidentified Aircraft Circling Washington, D.C. On 9/11
The following is a two page U.S. Secret Service Executive Summary included within a April 23, 2010 Freedom of Information Act release, describing the activities of President George W. Bush, Vice President Dick Cheney, families of the president and vice-president, threats against Air Force One and activity within the Presidential Emergency Operations Center on September 11, 2001. The Executive Summary report describes Secret Service reports of an unidentified aircraft circling Washington, D.C. and the activity of other noteworthy Secret Service protectees on September 11, 2001.
DOWNLOAD & READ DECLASSIFIED DOCUMENTS [pdf]:
Previously published documents [pdf]:
Declassified 9/11 U.S. Secret Service FOIA Records Describing Activity of President Bush & VP Cheney
The following are declassified United States Secret Service records obtained on April 23, 2010 via a Freedom of Information Act (FOIA) request, describing the activities of President George W. Bush, Vice President Dick Cheney, families of the president and vice-president, threats against Air Force One and activity within the Presidential Emergency Operations Center on September 11, 2001.
Download the PDF file via the following link:
Video footage depicts United Airlines Flight 175 (UA 175) impacting World Trade Center tower 2 (WTC 2) on September 11, 2001 in New York City via a trajectory comprised of two separate banked turns. The second turn was apparently not required to generate impact. The first turn, which maintains a constant angle of bank (AoB), is evident at 1.2 miles before impact. Although human control of UA 175’s observed maneuvers cannot be ruled out, the precise coordination of variables such as the selections of a correct bank angle and turn start time for the first turn apparently pose challenges to the unaided human control hypothesis. The observed turn stability favors the use of autopilot operation, either functioning in a conventional course control mode or in Control Wheel Steering (CWS) mode. The probability that either of these two control systems were used is discussed. Flight deck images of United and American airlines 757s and 767s suggest that such CWS functions may have been disabled circa 2001. Constant radius turns utilizing plotted waypoints during commercial aviation operations are routinely supported by augmented GPS navigation service and related commercial Flight Management Systems (FMS) available circa 2001. As will be demonstrated, the implementation of UA 175’s observed 1.2 mile constant radius arc, seconds earlier or later than observed, would apparently result in UA 175 missing WTC 2. Estimates of the likely effect of crosswinds on the approach to WTC 2 are also provided. It is noted that a projected impact via the first observed banked turn would have occurred under crosswind conditions capable of generating between 122 and 134 approximate total feet of lateral displacement from the calculated final position of the aircraft if not affected by such crosswinds. Aircraft distances and other calculations are based on reported aircraft speed for UA 175 of 799 feet per second at impact and measured times to impact . The observed speeds of both attack aircraft were extreme by comparison to the typical speeds of similarly descending aircraft. While creating significantly less response time for possible human hijacker pilot course corrections during final target approaches that would demand superior control surface operation, a general vector analysis considering the final course and speed for each aircraft suggests that the unusually high speeds observed would generate greater accuracy of the aircraft while enroute to their targets, as a result of smaller course deflection angles and ground track displacements, created by existing and potential crosswinds.
AFIP FOIA Appeal: 9/11 Investigation Still Open; Pentagon & Shanksville Hijacker Records Exempt From Disclosure
The following is a February 4, 2010 Freedom of Information Act (FOIA) appeal reply from the U.S.Armed Forces Institute of Pathology regarding a request for records that confirm the recovery and identification of terrorists accused of hijacking American Airlines flight 77 and United Airlines flight 93 on September 11, 2001. Such records are reportedly exempt from disclosure under exemption (b)(7)(a) which prohibits disclosure of information which would interfere with an on-going law enforcement investigation and exemption (b)7(c), which also provides protection for law enforcement information the disclosure of which could reasonably be expected to result in an unwarranted invasion of personal privacy of individuals in being associated with criminal activities, including investigators.
According to the AFIP, the FBI considers the investigation into the terrorist attacks of September 11, 2001 as still open.
On Friday January 8, 2009 KLAV 1230AM radio Las Vegas, hosted a one hour segment devoted to the topic of 9/11 FOIA research and other areas of 9/11 research.
Aidan Monaghan's Blog
The following is a Freedom of Information Act (FOIA) reply from the U.S. Secret Service regarding a request for records of White House worker and visitor logs for September 11, 2001 and September 12, 2001. The Secret Service alleges that such records are not agency records and are now under the control of the National Archives and Records Administration (NARA).
AFIP: Records Confirming Collection And Identification Of 9/11 Hijacker Remains Exempt From Disclosure
The following is a Freedom of Information Act (FOIA) reply from the U.S.Armed Forces Institute of Pathology regarding a request for records that confirm the collection and identification of terrorists accused of hijacking American Airlines flight 77 and United Airlines flight 93 on September 11, 2001. Such records are reportedly exempt from disclosure under exemption (b)(7)(a) which prohibits disclosure of information which would interfere with an on-going law enforcement investigation and exemption (b)7(c), which also provides protection for law enforcement information the disclosure of which could reasonably be expected to result in an unwarranted invasion of personal privacy of individuals in being associated with criminal activities, including investigators.