To recap: It is an easily verifiable fact that Flight 175, as the Boeing 767 that it was, carried two Pratt and Whitney JT9D-7R4D turbofan engines.
Here is a photo of the Murray Street engine --or, more precisely, merely a portion of the engine-- being ejected from the South Tower:
"Flight 11" struck the North Tower at 8:46 AM. "Flight 175" struck the South Tower --as seen above-- at 9:03 AM. Here you can see the flaming engine, circled in yellow, fall to the street below. This engine came from the vehicle which struck the South Tower.
Here is the engine that fell to the corner of Church and Murray Streets:
And here's the Government Man giving it a once-over before his brilliant criminal investigative acumen tells him that this piece of physical evidence should be immediately carted off to the dump --out of some sense of respect for the dead and national healing and everything.
Well, not so fast. Seems there's a little problem with that engine. (Which explains why it was immediately carted off to the dump for national healing and everything.) Let's look at it from this vantage point again:
And let's zoom in on a key identifying part of it:
Huh. What could that be? Is it this?
Why, yes it appears to be. That is what Chromalloy calls an HPT Stage 1 Cooling Duct Assembly. It is also known as a TOBI. That assembly is the TOBI. The fingers you see are the TOBI tubes.
Here you can see the TOBIs line up:
What is the purpose of a TOBI?
[0002]Turbine engines are used as a primary power source for various kinds of vehicles. Most turbine engines generally follow the same basic power generation procedure. Air is ingested into a fan section, and passes over stator vanes that direct the air into a compressor section to be compressed. The compressed air is flowed into a combustor, mixed with fuel and burned, and directed, at a relatively high velocity, into a turbine section. The turbine section, which includes one or more turbines each made up of disks and blades extending therefrom, receives the hot gases via stationary blades. The stationary blades turn the gas flow partially sideways to impinge on blades mounted on a rotatable turbine disk. The force of the impinging gas causes the turbine disk to spin at high speeds to produce power.
[0003]During operation, the blades of the turbine section are cooled by cooling air diverted from the compressor section. The cooling air flows into a stationary Tangential On Board Injector (TOBI) which then directs the cooling air into holes formed in a coverplate attached to a disk of one of the turbines. The cooling air is contained within the turbine section via labyrinth seals and may flow into a space between the coverplate and the disk. After flowing into the space, the cooling air may flow into a plurality of cooling passages formed between the blades and corresponding slots in the disk. Subsequently, the cooling air enters cooling holes formed in the turbine blades to thereby cool the blades.
[0004]Cooling effectiveness of the blades may depend on an amount of cooling air and a pressure level at which the cooling air is supplied. In the past, straight radial pumping vanes have been incorporated between the coverplate and the disk to increase flow rate of airflow and to elevate the pressure of the air. Although the aforementioned configuration increases cooling effectiveness to an extent, it may be improved.
[0005]Accordingly, it is desirable to have a system for cooling blades that provides increased cooling, as compared with conventional systems. In addition, it is desirable for the system to be relatively simple to implement into existing turbine engines. Furthermore, other desirable features and characteristics of the inventive subject matter will become apparent from the subsequent detailed description of the inventive subject matter and the appended claims, taken in conjunction with the accompanying drawings and this background of the inventive subject matter.
http://www.faqs.org/patents/app/20090110561#ixzz0Zrs2N9S3
So. Air enters the engine at the fan section, the air passes into the compressor section, it then enters the combustor (where it is mixed with fuel for combustion,) and those combusted, hot gases pass into the turbine section (which produces the force of the engine.) The fan blades in the turbine get very hot, so it is necessary to cool them. The TOBI's job is to channel cool air from the compressor section into passages between the turbine blades.
Here is a photo of a Pratt and Whitney JT9D engine. (It is not specified whether it is a 7-series or a 7R4D, and for our purposes here it does not matter.
(And by the way, you can find all these photos by Googling for "JT9D".)
Here is a cut-away photo of a JT9D, apparently taken at some museum:
Here I have marked it up to help us see where the fan, compressor, and turbine sections are:
Here is a photo of a JT9D engine. (This one happens to be mounted on a 747, making it a 7A or 7F or 7J.) We're not concerned about the differences between the 7R4D and the 7-series right now. We just want to see some identifying characteristics that are common among Pratt and Whitney engines.
See those big circular holes denoted by the red and yellow arrows? I understand that those are some sort of fuel injection location. I may be wrong. But it doesn't matter. All I want to know right now is whether those holes are closer to the forward part of the engine or the aft part. As we can see, those holes face the forward part, the fan section. (The top inset photo, by the way, is of the Murray Street engine.)
Here is a photo of the engine on Murray Street, showing those holes. This photo is from the Naudet Brothers film.
So in this photo just above, the end that is resting on the ground has the big holes. That end would be connected to the fan section. So the end which points up would be connected to the turbine section.
So let's orient things so that we can see better. We'll turn the Murray Street image to the right so that everything lines up, so that the bottom of the recovered piece is toward the fan section and the top is toward the turbine section:
The relative sizing is approximate, but I think it will turn out to be pretty accurate.
So. What do we know so far? We have determined that the distinctive finger-like projections on the recovered compressor are called TOBI tubes and that they are part of the TOBI. The TOBI directs diverted cold air from the compressor into the turbine to cool the turbine blades.
We also know that that TOBI is --according to the manufacturer of it, Chromalloy-- for use only with a Pratt and Whitney JT9D-7A, -7F or -7J engine.
Here is the TOBI used on the Pratt and Whitney JT9D-7R4D engine, which engine was in use on Flight 175:
Is it possible that the image we see above is just turned over and we can't see those protruding fingers, those TOBI tubes? I suppose it's possible, but I doubt it. The protruding TOBI tubes would lift the assembly off the surface on which it was photographed. No: The Murray Street TOBI is, most definitely, not the one shown directly above.
Therefore, the recovered TOBI was not part of a JT9D-7R4D compressor.
Therefore, the recovered compressor did not come from a JT9D-7R4D engine.
Therefore, the engine on the vehicle which struck the South Tower was not a JT9D-7R4D.
Since Flight 175 was a 767 with JT9D-7R4D engines, the vehicle which struck the South Tower was not Flight 175.
Stop. Do not pass Go.
The jurisdiction called United States ceased to exist at 9:03 AM, September 11, 2001, the moment that compressor slammed into Murray Street.
As a result, no United States law touches any present or future member of United Sovereigns of America. How could the laws of a non-existent jurisdiction even exist, much less touch anyone?
Hmm?