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Little know fact: airplanes can handle higher speeds at higher altitudes.
Not exactly true... At 31,000 feet .82 MACH, my true airspeed is 481 knots.
At 25,000 feet .82 MACH, my true airspeed is 493 knots.
At 45,000 feet .82 MACH, my true airspeed is 470 knots.
Thus if you are racing me in a 757/767 at maximum MACH .82, and you pick the higher 45,000 feet and "higher airspeed", and I picked 25,000 feet, I win with the higher true airspeed, my true airspeed will be 493, your true airspeed is 470. Your indicated airspeed at 45k will be near 220 knots, my indicated airspeed at 25k is near 350 knots. (and if we are going from Maine to California, after bringing the last SR-71 home from UK to retire the SR, you could be in a 200 knot headwind at 45,000 feet, and at 25,000 feet, I am in a 75 knot headwind, you will be afraid you can't get to CA with the proper winter reserves, failing to use judgement because there is great weather in CA, and you pick Michigan base to get fuel, but I know the weather in CA is perfect so winter fuel reserves are not a factor, and I can arrive with enough fuel to make it and have a few alternate CA based to land at... you are hours late... BTW, we just turned (aka got fuel to return to CA after refueling the SR-71 returning to retire from the UK, in Maine we had a wind-chill of -20, and you picked the UP of Michigan, also very cold to stop and get gas, you choose poorly... flying is about judgement, and what you have in your bag of tricks... Hani did not have experience, just like you picking the massive headwind, and having no clue the fuel reserves for winter is a guideline, and you could use judgement, and knowledge to make a better decision. Knowing the winter fuel requirements are guidance, I picked to fly to CA even though my fuel reserve did not meet winter requirements, and the fact weather was great, and even if my base was broke, there were many bases I could land before I ran out of gas, and my crew and I can refuel our jet as long as the base sends out a fuel truck... something we were trained to do. )
Have you done many ICE-T problems? Why do bring up airspeed? Flight 77 was at 483.5 knots at impact, and was controllable. If a pilot accidentally goes over Vmo, 350 knots, the pilot is able to slow and recover with full controls not impacted by flutter, or adverse control issues.
What is the beef about higher speeds? Flight 77 was controllable at 483.5 knots because it was designed to be, and be safe in an overspeed.
Judgement and knowledge, and experience, something Hani did not have when he picked a 360 to let down, since he could not get the nose down to hit the Pentagon. If you understood flying, you might suspect Hani had no clue how to trim the 757 to a faster speed, and could not get the nose to stay on the Pentagon, when he failed to plan a straight in approach, which requires simple math. I wish he had picked to hold the nose down, and hit the Pentagon in the courtyard, instead of the crashing into multiple sections of the Pentagon, or entirely missing the Pentagon and hitting the cemetery ... Judgement and Knowledge, what pilots for truth traded for conspiracy theories they claim they don't make, as their slogan is, "offer no theory"... which is true, they can't, they have no evidence.
What higher speed are you wanting to discuss? IAS, CAS, EAS, TAS, MACH, or what?
The aircraft used on 9/11 were designed to be flutter free to 1.2Vd, which would be ~504 knots. The aircraft are designed to go over their Vmo limits so they can recover from upset, like in a massive thunderstorm, or a pilot mistake, and if over speed in a dive, the pilots will have no issues with correcting the overspeed, and recover the aircraft.
Only one aircraft on 9/11 was risking losing control due to aircraft/airframe limitation, it was Flight 175, at ~515 knots, just before it impacted the WTC tower and murdered the souls on board, and contributed to the WTC fires, and the murder of thousands.
NOTE: you seemed surprised Flight 77 was able to accelerate fast, you said acceleration twice that of takeoff. 757 Pilots don't use full throttle for takeoff, they use a calculated EPR, which is less than full throttle. One of 77's engine was about to exceed the EGT limit, as I recall. Why was the acceleration impressive, 77 was clean, no flaps, full throttle, and in a descent. Take off the aircraft is dirty, gear down, flaps set for takeoff, and throttles set to the takeoff EPR.
Thank you for helping me think about flying, a major part of my life, along with engineering, and building state of the art computers with my grandkids, and for my grandkids ... if you are skeptical of 9/11 events, I am skeptical of 9/11 truth, and pilot for truth conspiracy theories (which P4T claim they offer not theory, ironically), I understand flying, engineering, and can't find one truth to the conspiracy theories.