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2,965 architects and engineers, http://www.ae911truth.org some 600 PhD scientists and some 350 skilled commercial airplane pilots believe the World Trade Center buildings collapsed due to explosion, the official story is full of BS, and the corporate media is grossly negligence in not reporting the truth, we want a new public Congressional investigation of 9/11.
These people want a new Congressional investigation of 9/11

Former Senator Mike Gravel , Vice President Walter Mondale , Senator Charles Schumer
Senator Kirsten Gillibrand, Senator Max Cleland, Gov. Walter Peterson-NH
Former US Senator Mike Gravel - AK, Gen. Wesley Clark, Louis Freeh
Rep. Curt Weldon, Cynthia McKinney, Rep. Kucinich , Gov. Jessey Ventura, Sen. Rand Paul,
Sen. Ron Paul, Major General Albert Stubblebine
http://www.patriotsquestion911.com/

Here is a summary of the evidence.

16 miracles related to 9/11

1. The Twin Towers and WTC 7 were the only steel-framed high-rise buildings ever to come down without explosives or incendiaries.

2. The Twin Towers, each of which had 287 steel columns, were brought down solely by a combination of airplane strikes and jet-fuel fires.

3. WTC 7 was not hit by a plane, ever before or after 9/11 has a steel high rise building (47 stories) ever collapsed due to fire and many burnt total from ground up to the top for way longer than five hours (think all day!)

4. WTC 7 collapsed in absolute free fall – for over two seconds.
5. The collapses imitated the kinds of implosions that can be induced only by demolition companies.
6. In the case of WTC 7, the structure came down symmetrically (straight down, with an almost perfectly horizontal roofline), which meant that all 82 of the steel support columns had to fall simultaneously, although the building’s fires had a very asymmetrical pattern.
7. The South Tower’s upper 30-floor block changed its angular momentum in midair after tipping some 22 degree. Yet the laws of physics says it should have toppled completely off the side of the Tower and landed on the ground in one big chuck.
8. This 30 floor block then disintegrated from the bottom like a cube of button on a hot frying pan.
9. With regard to the North Tower, some of its steel columns were ejected out horizontally for at least 500 feet.

10. The oxygen starved fires in the pile of debris from the WTC buildings could not be extinguished for many months.
Almost 12 weeks after September 11th, there was at least one fire still burning in the rubble – it is the longest-burning structural fire in history. After five days of cooling and despite being sprayed with water, they were still above the melting point of aluminum. A thermal map of Ground Zero created from infrared data collected by a NASA plane that overflew the site on September 16th. The map, created by the U.S. Geological Survey, shows hot spots on the surface of the rubble that were above 1,292 degrees F. FIVE DAYS AFTER THE COLLAPSE! Yet the fire fighters poured water on the surface of the wreckage for five days prior to this survey. Impossible for a normal hydrocarbon fire. Any fire underneath the surface of the wreckages was oxygen starved given all the fine concrete dust within the wreckage and water. And debris stated on fire when exposed by air during the cleaning up of the wreckage.

11. Although the WTC fires, based on ordinary building fires, could not have produced temperatures above 1,800℉, the fires inexplicably melted metals with much higher melting points, such as iron (2,800℉) and even molybdenum (4,753℉).
http://journalof911studies.com/articles/WTCHighTemp2.pdf
Yet the block smoke coming off the Twin Towers is evidence of a relatively cool fire of at most some 1,000 degree F. and with a nine mph cool breeze blowing thru the building.

12. A compound called nano thermite was found in at least four sample of the dust (power) were collected on September 11th 2001 around collapsed Twin Towers. This compound was in the form of red and gray microscopic chips. The chemical signature of many of the WTC dust spheres also "strikingly" matches that of the microscopic iron spheres found after testing a sample of nano-thermite chips. This chemical compound was invented by Lawerence Livermore Labs a year or so prior to 9/11.
Microscopic iron spheres are always produced when nano thermite ignited when heated to a start the chemical reaction, just like heat from friction ignites a match. And It burns at some $5,000 F. Air pressures cause the spherical shape, just like air pressure forms rain drops.

13. Some of the steel in the debris had been sulfidized, resulting in Swiss-cheese-appearing steel, even though ordinary building fires could not have resulted in the sulfidation.
Thermate is chemical compound when mixed contains sulfur becomes thermite and nano-thermite, contains sulfur.

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14. These World Trade Center buildings also came down in free fall – the Twin Towers in virtual free fall. But “virtual” is meant too fast if a real collapse with crushing of upper floors onto lower floors had occurred, therefore, a logical explanation at least some explosions happened and not only crushing of steel on steel.

15. As a passenger on AA Flight 77, Barbara Olson called her husband, telling him about hijackers on her plane, even though this plane had no onboard phones and its altitude was too high for a cell phone call to get through.

16. Hijacker pilot Hani Hanjour could not possibly have flown the trajectory of AA 77 to strike Wedge 1 of the Pentagon, and yet he did.

Why some 350 skilled commercial airplane pilots want a new investigation

So here is a one aeronautical engineer and a pilot argument explains why none of the alleged 19 hijacker could have flown the four 9/11 jets. They had proved to be too incompetent to fly a little Cessna 172 single.
There are some who maintain that the mythical 9/11 hijackers, although had acquired the impressive skills that enabled them to fly airliners by training in flight simulators.

What follows is an attempt to bury this myth once and for all, because I’ve heard this ludicrous explanation bandied about, ad nauseam, on the Internet and the TV networks—invariably by people who know nothing substantive about flight simulators, flying, or even airplanes.

A common misconception non-pilots have about simulators is how “easy” it is to operate them. They are indeed relatively easy to operate if the objective is to make a few lazy turns and frolic about in the “open sky”. But if the intent in using the simulator is to execute any kind of a maneuver with even the least bit of precision, the task immediately becomes quite daunting.

And if the aim is to navigate to a specific geographic location hundreds of miles away while flying at over 500 MPH, 30,000 feet above the ground the challenges become virtually impossible for an untrained pilot. For one, even touching the steering wheel (the yoke) of the airplane slightly at some 500 mph will put the airplane way off course.

For a person not conversant with the practical complexities of pilotage, a modern flight simulator could present a terribly confusing and disorienting experience. These complex training devices are not even remotely similar to the video games one sees in amusement arcades, or even the software versions available for home computers.

In order to operate a modern flight simulator with any level of skill, one has to not only be a decent pilot to begin with, but also a skilled instrument-rated one to boot — and be thoroughly familiar with the actual aircraft type the simulator represents, since the cockpit layouts vary between aircraft.

Once you’ve rotated, climbed out, and reached cruising altitude in a simulator (or real airplane), and find yourself en route to some distant destination (using sophisticated electronic navigation techniques), the situation changes drastically: the pilot loses virtually all external visual reference cues, and is left entirely at the mercy of an array of complex flight and navigation instruments to provide situational cues (altitude, heading, speed, attitude, etc.) At some 30,000 feet above the ground is a lot different than flying at some 3,000 feet at 500 mph vs. following a highway flying a Cessna by looking out the airplane window at some 100 mph.
In the case of a Boeing 757 or 767, the pilot would be faced with an EFIS (Electronic Flight Instrumentation System) panel comprised of six large multi-mode LCDs interspersed with clusters of assorted “hard” instruments. These displays process the raw aircraft system and flight data into an integrated picture of the aircraft situation, position and progress, not only in horizontal and vertical dimensions, but also with regard to time and speed as well.
If one cannot translate this information quickly, precisely and accurately (and it takes an instrument-rated pilot to do so), one would have ZERO SITUATIONAL AWARENESS. I.e., the pilot wouldn’t have a clue where s/he was in relation to the earth. And know where the FAA radar coverage was so poor when he made his 360 degree making a turn-around to head back to New York City, could not be seen after he turned off the transponder.
Flight under such conditions is referred to as “IFR”, or Instrument Flight Rules.
Let me place this in the context of the 9/11 hijacker-pilots. These men were repeatedly deemed incompetent to solo a simple Cessna-172 — an elementary exercise that involves flying this little trainer once around the patch on a sunny day. A student’s first solo flight involves a simple circuit: take-off, followed by four gentle left turns ending with a landing back on the runway. This is as basic as flying can possibly get.
Not one of the hijackers was deemed fit to perform this most elementary exercise by himself. In fact, here’s what their flight instructors had to say about the aptitude of these budding aviators:
Mohammed Atta: “His attention span was zero.”
https://www.willthomas.net/911/911_Commission_Hearing.htm

Khalid Al-Mihdhar: “We didn’t kick him out, but he didn’t live up to our standards.”
https://100777.com/node/237

Marwan Al-Shehhi: “He was dropped because of his limited English and incompetence at the controls.”
https://www.the7thfire.com/Politics%20and%20History/9-11/9-11_hijac...

Salem Al-Hazmi: “We advised him to quit after two lessons.”
https://www.willthomas.net/Books_Videos/911_Investigations_Stand_Do...

Hani Hanjour: “His English was horrible, and his mechanical skills were even worse. It was like he had hardly even ever driven a car.
I’m still to this day amazed that he could have flown into the Pentagon. He could not fly at all.”
https://www.whatreallyhappened.com/hanjour.html

Now let’s take a look at American Airlines Flight 77 that allegedly flew into the Pentagon. Passenger/hijacker Hani Hanjour presumably rises from his seat midway through the flight, viciously fights his way into the cockpit with his cohorts, overpowers Captain Charles F. Burlingame and First Officer David Charlebois, and somehow manages to toss them out of the cockpit (for starters, very difficult to achieve in a cramped environment without inadvertently impacting (slightly touching) the yoke and thereby disengaging the autopilot).

One would correctly presume that this would present considerable difficulties to a little chap with a box cutter—Burlingame was a tough, burly, ex-Vietnam F4 fighter jock who had flown over 100 combat missions. Every pilot who knows him says that rather than politely hand over the controls, Burlingame would have instantly rolled the plane on its back so that Hanjour would have broken his neck when he hit the floor.

But let’s ignore this almost natural reaction expected of a fighter pilot and proceed with this charade. Imagine that Hanjour overpowers the flight deck crew, removes them from the cockpit and takes his position in the captain’s seat.

The weather reports say it was fairly clear, so let’s say Hanjour experienced a perfect Ceiling and Visibility Unlimited day. Below him is a murky brownish-grey-green landscape, virtually devoid of any significant surface detail, while the aircraft he was now piloting was moving along, almost imperceptibly and in eerie silence, at around 500 mph. He wouldn’t have had a clue as to where, precisely, he was. There’s nothing there to give him any real visual cues.

Mr. Hanjour would be forced to divert his attention to his instrument panel, where he’d be faced with a bewildering array of instruments—nothing like he had seen in a Cessna 172. He would then have to very quickly interpret his heading, ground track, altitude, and airspeed information on the displays before he could even figure out where in the world he was, much less where the Pentagon was located in relation to his position.

After all, before he can crash into a target, he has to first find the target.

But, for the sake of discussion let’s stretch things beyond all plausibility and say that Hanjour—whose flight instructor claimed “couldn’t fly at all”—somehow managed to figure out their exact position on the American landscape in relation to their intended target. Once he had determined exactly where he was, he would need to figure out where the Pentagon was located in relation to his rapidly-changing position. He would then need to plot a course to his target (one he cannot see with his eyes—remember, our ace is flying solely on instruments).

In order to perform this bit of electronic navigation, he would have to be very familiar with Instrument Flight Rules procedures. None of these alleged hijackers even knew what a navigational chart looked like, much less how to how to plug information into flight management computers (FMC) and engage LNAV (lateral navigation automated mode).
To get around this little problem, the official storyline suggests these men manually flew their aircraft to their respective targets. But let’s assume Hanjour disengaged the autopilot and auto-throttle and hand-flew the aircraft to its intended target on instruments alone until such time as he could get a visual fix.

According to FAA radar controllers, “Flight 77” then suddenly pops up over Washington DC and executes an incredibly precise diving turn at a rate of 360 degrees/minute while descending at 3,500 ft/min, (to hide from FAA radar) at the end of which “Hanjour” allegedly levels out at ground level. Oh, I almost forgot: He also had the presence of mind to turn off the transponder in the middle of this incredibly difficult maneuver.

The maneuver was in fact so precisely executed that the air traffic controllers at Dulles refused to believe the blip on their screen was a commercial airliner. Danielle O’Brian, one of the air traffic controllers at Dulles who reported seeing the aircraft at 9:25 said, “The speed, the maneuverability, the way that he turned, we all thought in the radar room, all of us experienced air traffic controllers, that that was a military plane.”
(https://www.lookingglassnews.org/viewstory.php?storyid=4084)

And then, all of a sudden we have magic. Voila! Hanjour finds the Pentagon sitting squarely in his sights right before him.
The very same challenges mentioned above would have faced the pilots who flew the two 767s into the Twin Towers, in that they, too, would have had to have first found their targets.
Again, these chaps, too, miraculously found themselves spot on course. And again, their “final approach” maneuvers at over 500 MPH are simply far too incredible to have been executed by pilots who could not solo basic training aircraft.
“Regarding your comments on flight simulators, several of my colleagues and I have tried to simulate the ‘hijacker’s’ final approach maneuvers into the towers on our company 767 simulator. We tried repeated tight, steeply banked 180 turns at 500 mph followed by a fast rollout and lineup with a tall building. More than two-thirds of those who attempted the maneuver failed to make a ‘hit’.

How these rookies who couldn’t fly a trainer pulled this off is beyond comprehension.”

Conclusion

The writers of the official storyline expect us to believe, that once the flight deck crews had been overpowered, and the hijackers “took control” of the various aircraft, their intended targets suddenly popped up in their windshields as they would have in some arcade game, and all that these fellows would have had to do was simply aim their airplanes at the buildings and fly into them.
Most people who have been exposed only to the official storyline have never been on the flight deck of an airliner at altitude and looked at the outside world; if they had, they’d realize the absurdity of this kind of reasoning.
https://www.veteranstodayarchives.com/2010/08/13/nila-sagadevan-911...



Dick McManus said:

Salem Al-Hazmi: “We advised him to quit after two lessons.”
https://www.willthomas.net/Books_Videos/911_Investigations_Stand_Do...

Hani Hanjour: “His English was horrible, and his mechanical skills were even worse. It was like he had hardly even ever driven a car.
I’m still to this day amazed that he could have flown into the Pentagon. He could not fly at all.”
https://www.whatreallyhappened.com/hanjour.html

Now let’s take a look at American Airlines Flight 77 that allegedly flew into the Pentagon. Passenger/hijacker Hani Hanjour presumably rises from his seat midway through the flight, viciously fights his way into the cockpit with his cohorts, overpowers Captain Charles F. Burlingame and First Officer David Charlebois, and somehow manages to toss them out of the cockpit (for starters, very difficult to achieve in a cramped environment without inadvertently impacting (slightly touching) the yoke and thereby disengaging the autopilot).

One would correctly presume that this would present considerable difficulties to a little chap with a box cutter—Burlingame was a tough, burly, ex-Vietnam F4 fighter jock who had flown over 100 combat missions. Every pilot who knows him says that rather than politely hand over the controls, Burlingame would have instantly rolled the plane on its back so that Hanjour would have broken his neck when he hit the floor.

But let’s ignore this almost natural reaction expected of a fighter pilot and proceed with this charade. Imagine that Hanjour overpowers the flight deck crew, removes them from the cockpit and takes his position in the captain’s seat.

The weather reports say it was fairly clear, so let’s say Hanjour experienced a perfect Ceiling and Visibility Unlimited day. Below him is a murky brownish-grey-green landscape, virtually devoid of any significant surface detail, while the aircraft he was now piloting was moving along, almost imperceptibly and in eerie silence, at around 500 mph. He wouldn’t have had a clue as to where, precisely, he was. There’s nothing there to give him any real visual cues.

Mr. Hanjour would be forced to divert his attention to his instrument panel, where he’d be faced with a bewildering array of instruments—nothing like he had seen in a Cessna 172. He would then have to very quickly interpret his heading, ground track, altitude, and airspeed information on the displays before he could even figure out where in the world he was, much less where the Pentagon was located in relation to his position.

After all, before he can crash into a target, he has to first find the target.

But, for the sake of discussion let’s stretch things beyond all plausibility and say that Hanjour—whose flight instructor claimed “couldn’t fly at all”—somehow managed to figure out their exact position on the American landscape in relation to their intended target. Once he had determined exactly where he was, he would need to figure out where the Pentagon was located in relation to his rapidly-changing position. He would then need to plot a course to his target (one he cannot see with his eyes—remember, our ace is flying solely on instruments).

In order to perform this bit of electronic navigation, he would have to be very familiar with Instrument Flight Rules procedures. None of these alleged hijackers even knew what a navigational chart looked like, much less how to how to plug information into flight management computers (FMC) and engage LNAV (lateral navigation automated mode).
To get around this little problem, the official storyline suggests these men manually flew their aircraft to their respective targets. But let’s assume Hanjour disengaged the autopilot and auto-throttle and hand-flew the aircraft to its intended target on instruments alone until such time as he could get a visual fix.

According to FAA radar controllers, “Flight 77” then suddenly pops up over Washington DC and executes an incredibly precise diving turn at a rate of 360 degrees/minute while descending at 3,500 ft/min, (to hide from FAA radar) at the end of which “Hanjour” allegedly levels out at ground level. Oh, I almost forgot: He also had the presence of mind to turn off the transponder in the middle of this incredibly difficult maneuver.

The maneuver was in fact so precisely executed that the air traffic controllers at Dulles refused to believe the blip on their screen was a commercial airliner. Danielle O’Brian, one of the air traffic controllers at Dulles who reported seeing the aircraft at 9:25 said, “The speed, the maneuverability, the way that he turned, we all thought in the radar room, all of us experienced air traffic controllers, that that was a military plane.”
(https://www.lookingglassnews.org/viewstory.php?storyid=4084)

And then, all of a sudden we have magic. Voila! Hanjour finds the Pentagon sitting squarely in his sights right before him.
The very same challenges mentioned above would have faced the pilots who flew the two 767s into the Twin Towers, in that they, too, would have had to have first found their targets.
Again, these chaps, too, miraculously found themselves spot on course. And again, their “final approach” maneuvers at over 500 MPH are simply far too incredible to have been executed by pilots who could not solo basic training aircraft.
“Regarding your comments on flight simulators, several of my colleagues and I have tried to simulate the ‘hijacker’s’ final approach maneuvers into the towers on our company 767 simulator. We tried repeated tight, steeply banked 180 turns at 500 mph followed by a fast rollout and lineup with a tall building. More than two-thirds of those who attempted the maneuver failed to make a ‘hit’.

How these rookies who couldn’t fly a trainer pulled this off is beyond comprehension.”

Conclusion

The writers of the official storyline expect us to believe, that once the flight deck crews had been overpowered, and the hijackers “took control” of the various aircraft, their intended targets suddenly popped up in their windshields as they would have in some arcade game, and all that these fellows would have had to do was simply aim their airplanes at the buildings and fly into them.
Most people who have been exposed only to the official storyline have never been on the flight deck of an airliner at altitude and looked at the outside world; if they had, they’d realize the absurdity of this kind of reasoning.
https://www.veteranstodayarchives.com/2010/08/13/nila-sagadevan-911...



Dick McManus said:



Dick McManus said:

Salem Al-Hazmi: “We advised him to quit after two lessons.”
https://www.willthomas.net/Books_Videos/911_Investigations_Stand_Do...

Hani Hanjour: “His English was horrible, and his mechanical skills were even worse. It was like he had hardly even ever driven a car.
I’m still to this day amazed that he could have flown into the Pentagon. He could not fly at all.”
https://www.whatreallyhappened.com/hanjour.html

Now let’s take a look at American Airlines Flight 77 that allegedly flew into the Pentagon. Passenger/hijacker Hani Hanjour presumably rises from his seat midway through the flight, viciously fights his way into the cockpit with his cohorts, overpowers Captain Charles F. Burlingame and First Officer David Charlebois, and somehow manages to toss them out of the cockpit (for starters, very difficult to achieve in a cramped environment without inadvertently impacting (slightly touching) the yoke and thereby disengaging the autopilot).

One would correctly presume that this would present considerable difficulties to a little chap with a box cutter—Burlingame was a tough, burly, ex-Vietnam F4 fighter jock who had flown over 100 combat missions. Every pilot who knows him says that rather than politely hand over the controls, Burlingame would have instantly rolled the plane on its back so that Hanjour would have broken his neck when he hit the floor.

But let’s ignore this almost natural reaction expected of a fighter pilot and proceed with this charade. Imagine that Hanjour overpowers the flight deck crew, removes them from the cockpit and takes his position in the captain’s seat.

The weather reports say it was fairly clear, so let’s say Hanjour experienced a perfect Ceiling and Visibility Unlimited day. Below him is a murky brownish-grey-green landscape, virtually devoid of any significant surface detail, while the aircraft he was now piloting was moving along, almost imperceptibly and in eerie silence, at around 500 mph. He wouldn’t have had a clue as to where, precisely, he was. There’s nothing there to give him any real visual cues.

Mr. Hanjour would be forced to divert his attention to his instrument panel, where he’d be faced with a bewildering array of instruments—nothing like he had seen in a Cessna 172. He would then have to very quickly interpret his heading, ground track, altitude, and airspeed information on the displays before he could even figure out where in the world he was, much less where the Pentagon was located in relation to his position.

After all, before he can crash into a target, he has to first find the target.

But, for the sake of discussion let’s stretch things beyond all plausibility and say that Hanjour—whose flight instructor claimed “couldn’t fly at all”—somehow managed to figure out their exact position on the American landscape in relation to their intended target. Once he had determined exactly where he was, he would need to figure out where the Pentagon was located in relation to his rapidly-changing position. He would then need to plot a course to his target (one he cannot see with his eyes—remember, our ace is flying solely on instruments).

In order to perform this bit of electronic navigation, he would have to be very familiar with Instrument Flight Rules procedures. None of these alleged hijackers even knew what a navigational chart looked like, much less how to how to plug information into flight management computers (FMC) and engage LNAV (lateral navigation automated mode).
To get around this little problem, the official storyline suggests these men manually flew their aircraft to their respective targets. But let’s assume Hanjour disengaged the autopilot and auto-throttle and hand-flew the aircraft to its intended target on instruments alone until such time as he could get a visual fix.

According to FAA radar controllers, “Flight 77” then suddenly pops up over Washington DC and executes an incredibly precise diving turn at a rate of 360 degrees/minute while descending at 3,500 ft/min, (to hide from FAA radar) at the end of which “Hanjour” allegedly levels out at ground level. Oh, I almost forgot: He also had the presence of mind to turn off the transponder in the middle of this incredibly difficult maneuver.

The maneuver was in fact so precisely executed that the air traffic controllers at Dulles refused to believe the blip on their screen was a commercial airliner. Danielle O’Brian, one of the air traffic controllers at Dulles who reported seeing the aircraft at 9:25 said, “The speed, the maneuverability, the way that he turned, we all thought in the radar room, all of us experienced air traffic controllers, that that was a military plane.”
(https://www.lookingglassnews.org/viewstory.php?storyid=4084)

And then, all of a sudden we have magic. Voila! Hanjour finds the Pentagon sitting squarely in his sights right before him.
The very same challenges mentioned above would have faced the pilots who flew the two 767s into the Twin Towers, in that they, too, would have had to have first found their targets.
Again, these chaps, too, miraculously found themselves spot on course. And again, their “final approach” maneuvers at over 500 MPH are simply far too incredible to have been executed by pilots who could not solo basic training aircraft.
“Regarding your comments on flight simulators, several of my colleagues and I have tried to simulate the ‘hijacker’s’ final approach maneuvers into the towers on our company 767 simulator. We tried repeated tight, steeply banked 180 turns at 500 mph followed by a fast rollout and lineup with a tall building. More than two-thirds of those who attempted the maneuver failed to make a ‘hit’.

How these rookies who couldn’t fly a trainer pulled this off is beyond comprehension.”

Conclusion

The writers of the official storyline expect us to believe, that once the flight deck crews had been overpowered, and the hijackers “took control” of the various aircraft, their intended targets suddenly popped up in their windshields as they would have in some arcade game, and all that these fellows would have had to do was simply aim their airplanes at the buildings and fly into them.
Most people who have been exposed only to the official storyline have never been on the flight deck of an airliner at altitude and looked at the outside world; if they had, they’d realize the absurdity of this kind of reasoning.
https://www.veteranstodayarchives.com/2010/08/13/nila-sagadevan-911...

9/11 Truth Seattle (704 members)
https://www.facebook.com/groups/134985036652870/
Irrefutable Evidence - The 9/11 Official Story is Total BS
about 100 pages
you can send me an email at dick.mcmanus@yahoo.com and I will send you a book and/or a shorter paper 25 pages for free

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