T8 B17 Faa Trips 2 Of 3 Fdr- Data On Aa 11 And Ua 175- Fuel- Weight- Speed 045
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,,.-:;;-;':/9/ll Law Enforcement Privacy
To: Gary Sepulvido, FEMA, Ph; 205-646-3355y:Fx 202-646-2577/ From: Jim Ritter. NTSB...Ph: 202-314-6561/ Cc:| ~FBI, Phi "1 Subject: Data on WTC Aircraft < Gary, . Here is the information you requested. I received verbal approval to transmit this information to you froml . |of FBI's Pent Bomb Squad, who said approval was coordinated withj I | JafFBI. I am also sending FBI a copy of this information for their records. -Jim Ritter Approximate speed and heading at impact, from the radar data: AA11: airspeed 34-Q 430 knots, heading 215 degrees true (speed changed to 430 knots after review of additional radar data, Gary S. informed by phone on 2/19/02 by Jim Ritter.) UAL 175: airspeed 510 knots, heading 44 degrees true From the info provided by American for AA11: Zero Fuel Weight = 211446 Ibs Trip Fuel = 76400 Ibs Ramp Weight = 287846 Take Off Weight = 287126 (Ramp weight minus fuel used during taxi) The following numbers are approximate. Using fuel burn rates from the FDR data on another 767, and adjusted for AA11 gives: fuel used during climb = 7250 Ibs fuel used at 29000 ft = 4840 Ibs fuel used during descent = 1950 Ibs Which leaves a total weight at impact for AA11 of approximately 273,100 Ibs, of which there is approximately 61,640 Ibs of fuel. From the info provided by United for flight 175: Zero Fuel Weight = 212348 Ibs Take Off Gross Weight = 288348 Ibs Assumed 76000 Ibs fuel at takeoff The following numbers are approximate. Using fuel burn rates from the FDR data on another 767, and adjusted for UAL 175 gives: fuel used during climb = 6380 Ibs fuel used at 31000 ft = 4900 Ibs fuel used during descent = 1850 Ibs Which leaves a total weight at impact for UA175 of approximately 275,220 Ibs, of which there is approximately 62,870 Ibs of fuel. The type of fuel for both airplanes was most likely JetA. If you need more information or have any questions please let me know.
Jim Ritter Chief, Vehicle Performance Division (RE-60) NTSB Office of Research and Engineering
To: Gary Sepulvido, FEMA, Ph; 205-646-3355y:Fx 202-646-2577/ From: Jim Ritter. NTSB...Ph: 202-314-6561/ Cc:| ~FBI, Phi "1 Subject: Data on WTC Aircraft < Gary, . Here is the information you requested. I received verbal approval to transmit this information to you froml . |of FBI's Pent Bomb Squad, who said approval was coordinated withj I | JafFBI. I am also sending FBI a copy of this information for their records. -Jim Ritter Approximate speed and heading at impact, from the radar data: AA11: airspeed 34-Q 430 knots, heading 215 degrees true (speed changed to 430 knots after review of additional radar data, Gary S. informed by phone on 2/19/02 by Jim Ritter.) UAL 175: airspeed 510 knots, heading 44 degrees true From the info provided by American for AA11: Zero Fuel Weight = 211446 Ibs Trip Fuel = 76400 Ibs Ramp Weight = 287846 Take Off Weight = 287126 (Ramp weight minus fuel used during taxi) The following numbers are approximate. Using fuel burn rates from the FDR data on another 767, and adjusted for AA11 gives: fuel used during climb = 7250 Ibs fuel used at 29000 ft = 4840 Ibs fuel used during descent = 1950 Ibs Which leaves a total weight at impact for AA11 of approximately 273,100 Ibs, of which there is approximately 61,640 Ibs of fuel. From the info provided by United for flight 175: Zero Fuel Weight = 212348 Ibs Take Off Gross Weight = 288348 Ibs Assumed 76000 Ibs fuel at takeoff The following numbers are approximate. Using fuel burn rates from the FDR data on another 767, and adjusted for UAL 175 gives: fuel used during climb = 6380 Ibs fuel used at 31000 ft = 4900 Ibs fuel used during descent = 1850 Ibs Which leaves a total weight at impact for UA175 of approximately 275,220 Ibs, of which there is approximately 62,870 Ibs of fuel. The type of fuel for both airplanes was most likely JetA. If you need more information or have any questions please let me know.
Jim Ritter Chief, Vehicle Performance Division (RE-60) NTSB Office of Research and Engineering
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