Even though numerous witnesses have said they saw little or no plane wreckage at the alleged crash site ofFlight 93, after searching the area for just 12 days, theFBIannounced that it had completed its work at the site and claimed it had recovered 95 percent of the plane from there.

http://themillenniumreport.com/2014/09/shanksville-pennsylvania-on-911-the-mysterious-plane-crash-site-without-a-plane/

>>10980297 PB 10/8/2020

1) In 2005, I interviewed Viola Saylor of Lambertsville who had seen an aircraft that looked like an A-10 Thunderbolt over Shanksville on 9-11. The following eyewitness accounts of seeing a Thunderbolt are from my article of July 15, 2005, "Eyewitnesses Saw Military Aircraft at Scene of flight 93".

Viola Saylor saw flight 93 pass very low over her house in Lambertsville, which is a mile north of the official crash site. She was in her backyard when she heard a very loud noise and looked up to find herself "nose to nose" with flight 93, which she says was flying "upside down" as it passed overhead. It was blue and silver, she said, and glistened in the sunlight.

It was so low that it rustled the leaves of her 100-foot maple tree in her yard. It flew southeastwards for about three more seconds and even gained elevation before it crashed over the hill with a "thud," she said. "It was real still for a second," she said. "Then all of a sudden" she saw a "very quiet" and low-flying white "military" plane coming from the area of the crash site, flying towards the northwest. "It was flying very fast, like it was trying to get out of here," she said. "A second or two" behind the "military" plane were two other planes, which Saylor described as "normal" planes.

Shown a photograph of a Fairchild A-10 Thunderbolt II, a low-flying combat aircraft commonly referred to as a "Warthog," Saylor identified it as the military plane she had seen. She said she recognized the two engines on the rear and the distinctive shape of the cockpit and nose of the plane. Similar eyewitness reports of military planes over Shanksville on 9-11 remain censored by the U.S. corporate media, although they were reported in two leading British newspapers. http://whale.to/b/bollyn10feb4.html

2) Most military use of depleted uranium has been as 30 mm ordnance, primarily the 30 mm PGU-14/B armour-piercing incendiary round from the GAU-8 Avenger cannon of the A-10 Thunderbolt II-https://en.wikipedia.org/wiki/Depleted_uranium

3) 7 fighters and bombers that are managed out of Wright-Patterson AFB- #3: A-10 https://www.daytondailynews.com/news/fighters-and-bombers-that-are-managed-out-wright-patt/yHvFFdI3jA0n3nKRN9zpAI/

>>12774837

June '01 - A major terrorist exercise 'Mall Strike 2001' is conducted in a PA county next to county flight 93 allegedly crashed at. (FEMA, PittsburgLive)

Sept 10 - Neighboring Cambria county has a meeting for its Local Emergency Planning Committee which is hosted by a member of the PA Air National Guard discussing the County's hazmat team and equipment purchases regarding terrorism/hazmat response. (Cambria County)

9/11 - flight 93 reportedly lands at a Cleveland airport, adjacent to NASA Glenn Research Ctr, due to a bomb scare after a man over flight 93's intercom says a bomb is on board and the plane will be 'returning to the airport' at about the time it is flying over Cleveland. (WCPO-TV, Pitt Post-Gazette)

9/11 - Somerset county coroner Wally Miller says the small crater looked as if someone took a scrap truck, dug a 10-foot ditch and dumped trash into it and that no remains were visible at the crash site as if the plane had 'stopped and let the passengers off before it crashed' and that the most 'eerie' thing was that he hadn't seen a 'single drop of blood' at the scene. (Pittsburg Live, Washington Post)

Shanksville, PA, is a military flight corridor. (Daily American)

Dec '04 - Donald Rumsfeld says flight 93 was shot down in a speech. (CNN)

Witnessing hardly any plane debris

Homer Barron said it didn't look like a plane crash because there was nothing that looked like a plane, just a big pile of 'charcoal'. (Pitt Post-Gazette)

Chris Konicki told a FOX News reporter that there was nothing that you could distinguish that a plane had crashed there. (FOX News)

Nina Lensbouer said when she arrived there was nothing there but charcoal. (Pitt Post-Gazette)

State police Capt. Frank Monaco said the scene looked like a 'trash heap' littered with nothing but tiny pieces of debris. (Pitt Post-Gazette)

Mark Stahl said that the plane had pretty much disintegrated and there was nothing left but scorched trees. (CNN)

Shanksville mayor Ernie Stull said there wasn't much left of the plane after the explosion except for one of the engines lying in the bushes. (Der Spiegel)

State police Maj. Lyle Szupinka said the scene looked liked a 'commercial landfill' with papers flying around and bits and pieces of shredded metal. (PittsburghLive)

Small white military plane seen circling area before and right after alleged crash

Jim Brandt said that he saw another plane in the area and said it stayed there for one or two minutes before leaving. (Pittsburgh Channel)

Dale Browning said everybody saw this plane in the sky, but no one can tell them what it was. (Bergen Record)

Rick Chaney described the plane as a Lear-jet type, with engines mounted near the tail and painted white with no identifying markings. (Bergen Record)

Susan Custer said she saw a small white jet streaking overhead. (Bergen Record)

Dennis Decker saw a Lear type jet with engines mounted near the tail and painted white with no identifying markings flying low and fast that appeared to make a loop or part of a circle before it turned fast and headed out. (Bergen Record)

Robin Doppstadt saw a small white jet that looked like it was making a single circle over the crash site then climbed very quickly and took off. (Bergen Record)

Val McClatchey heard what she thought was a small plane roar over Indian Lake headed east towards the crash scene which is the opposite direction officials said flight 93 flew in and caught a glimpse of it when she looked out her front window. (Pittsburgh Live)

Susan Mcelwain saw a white plane with two rear engines, a big fin on the back with two upright fins at the side with no markings that looked 'military' rocket 40 or 50ft above her mini-van, but hardly made any sound and then heard an explosion then saw a fireball rise up over the trees followed by a white plume of smoke thinking it was the jet that crashed and later the FBI tried to tell her no other plane was around the area then changed their story to say it was a plane taking pictures of the crash 3,000ft up. (Bergen Record, Daily Mirror)

Lee Purbaugh saw a white jet circle the area about twice before flying off over the horizon. (Daily Mirror)

Tom Spinelli saw a white plane with high back wings flying around all over the place before and after the crash like it was looking for something. (Daily Mirror, Pittsburgh Channel)

Three Shanksville High students see a fighter plane fly from the alleged flight 93 crash scene seconds after the explosion. [video]

>>12774898

>>12774926

>>6602433 at 2019-05-27 21:06:41 (UTC+1)

Q Research General #8442: Victory Sounds in UK and Europe Edition

>>6602405

I believe the whole story about the flight 93 passengers was fabricated, and that it actually landed in Cleveland, as reported by local news that morning.

>>12774972

Discrepancies with the official data evidence of UAL 93’s take-off time

UAL 93 was delayed for 41 minutes on the runway in Newark, and finally took-off at 8:42 a.m. according to the official narrative. Yet in the Bureau of Transportation Statistics (BTS) database reveals a discrepancy regarding the “wheels-off time”. (This is the moment when the plane lifts-off from the runway). UAL 93 has the official wheels-off time of 8:42 a.m. in the BTS database. However according to the Aircraft Communications Addressing and Reporting System (ACARS) data, the wheels-off time is 8:28 a.m. A similar discrepancy was found in the case of United Airlines ‘Flight 175’, which had the official wheels-off time of 8:14 a.m., but according to ACARS data, the wheels-off time was at 8:23 a.m.

The Aircraft Communications Addressing and Reporting System (ACARS) is a device used to send messages to and from an aircraft. Very similar to text messages and email we use today, Air Traffic Control, the airline itself, and other airplanes can communicate with each other via this “texting” system. ACARS was developed in 1978 and is still used today. Similar to cell phone networks, the ACARS network has remote ground stations installed around the world to route messages from ATC and the airline, to the aircraft depending on its location and vice versa. www.skybrary.aero/in…

To understand further how the information was being generated, the wheels-off time is triggered automatically by a mechanical sensor switcher when the airplane loses contact with the ground during take-off. The data is then sent automatically to the airline via the ACARS, and then the airline forwards the data to the BTS on a regular basis. Ostensibly, no human intervention is involved, thus no human failure is possible. An obvious question to ask is: how can two pieces of “official” data of the take-off time be different? The answer is they cannot. A question that has to be asked is, does this suggest or indicate the possibility that a duplicate airplane took-off for this discrepancy to happen? Evidence suggesting this possibility exists with the account of Anthony F. Mazza with UAL 93 at Newark Airport on 9/11.

https://www.checktheevidence.com/wordpress/2020/02/23/9-11-flight-93-more-to-the-story/

>>12775019

Again, is this further evidence indicating that duplicate airplanes were involved on 9/11? As I mentioned earlier, it is now known that according to United Airlines ACARS messages, UAL 93 took-off at 8:28 a.m. in stark contradiction to the “official” take-off time of 8:42 a.m.

Did passengers board a duplicate UAL 93?

In the official narrative the passengers of UAL 93 boarded the airplane from boarding Gate 17 of Terminal A at Newark Liberty International Airport on 9/11, however there appears to be an account of passengers boarding UAL 93 from the tarmac. This eyewitness account comes from the New York Giants football player Triton Clayton White.

“We had played a Monday night game in Denver, and flew back home the next morning,” White said. “We landed in Newark, N.J., about 6:45 in the morning. We usually get off the plane on the tarmac and board a bus to get to our cars. I noticed another plane sitting next to ours because the people were walking to the plane across the tarmac instead of through the jet way. Two weeks later, as we’re taking another plane to a game, one of the stewardesses informed us the plane that had been boarding next to us was Flight 93 that crashed in Pennsylvania on 9/11. That was a very eerie feeling.” – Fayetteville Observer (01/31/06)

Is it possible Triton Clayton White seen something he was not supposed to? Is it possible the planners of 9/11 did not take into account the possibility of charter flights off-loading on the same tarmac, where a second group of passengers boarded a duplicate UAL 93? Did Triton Clayton White witness the duplicate UAL 93 being boarded on the Tarmac at Newark Airport, which is another separate boarding onto a different airplane, which could explain the discrepancies in the official data between the BTS and ACARS data take-off times? There is no reference in any official information or data of a second boarding of passengers onto UAL 93.

Aircraft Communications Addressing and Reporting System (ACARS) discrepancies

Earlier on in this analysis I highlighted a discrepancy regarding UAL 93’s official wheels-off time at 8:42 a.m. which is in conflict with the official ACARS data, which indicates UAL 93’s wheels-off time was at 8:28 a.m. not 8:42 a.m. as listed in the BTS data-base. UAL 93 (N591UA), definitely took off from Newark Airport (EWR), and the strongest confirmation of this is in this document here: [doc: UASSI1-00000398] www.scribd.com/docum…

During my analysis, which is based on the official FBI documents issued on 11/09/2001, it raised the question, was United Airlines (UAL) and the FAA tracing two different UAL 93 flights, because of further ACARS messages sent to UAL 93 after UAL 93 allegedly crashed at 10:03 a.m. UAL are in direct physical contact with its own airplanes, and in the UAL ACARS logs it shows that till 10:10 a.m. ACARS messages UAL dispatchers sent to UAL 93 (N591UA), were physically received by the airplane, and also show that the Radio Ground Stations (RGS) who were also in contact with UAL 93 (N591UA) were Toledo, Fort Wayne and Champaign, IL.

The official data indicates that UAL and FAA were tracking two different airplanes, flying at different times and in different locations, and both were officially identified as UAL 93? Central to my analysis is the evidence that there was a UAL 93 still receiving ACARS transmissions as late as 10:10 a.m. seven minutes after UAL 93 had “allegedly” crashed in Shanksville, PA according to the official narrative crash time at 10:03 a.m. the messages activated the printer in the aircraft and, in one case, even an audible signal. According to messages #18 and #19, they were sent to the aircraft from CHIDD using the Radio Ground Stations near Champaign, IL (CMI) as designated in the line “AN N591UA/GL CMI”. Both messages were sent to the printer and Message #19 also activated an audible signal in the aircraft. www.911myths.com/ima…

These were apparently the last messages received by UAL 93. Here’s what happened to the later messages:

>>12775040

These were apparently the last messages received by UAL 93. Here’s what happened to the later messages:

Messages #20 to #24 were sent to the aircraft from CHIDD. However, all of the messages were rejected indicating the aircraft did not receive them. These references also identify that an ACARS message had been received by its sender, either ground communications or the airplane. In the final moments, at 10:12 a.m. EST, of UAL 93’s flight, ACARS messages were being sent from ground communications but were not being received. This was causing the ACARS messages to be rejected. Knerr advised that UAL 93’s low altitude may have caused this dilemma or the fact that UAL 93 had already crashed at the time messages were sent. The last message to UAL 93 which has two time stamps is #707, sent at 10:10 a.m. and affirmed at 10:11 a.m. [FD-302 of Michael J. Winter 28-01-2002, Pg 3, PDF].

Knerr has carefully chosen 10:12 a.m. as the point when UAL 93 ceased to receive messages. Not 10:10 a.m. or 10:11 a.m. but 10:12 a.m. So all messages before – like message #707 – have been received by UAL 93. Did Knerr make a mistake? Knerr was also sitting there with two FBI agents and the print-out of the ACARS messages, having the 10:10 a.m. and the 10:11 a.m. were clearly before their eyes. And what he says is in perfect accordance to Winter’s statement: #707 in the ACARS file corresponds to message #19 as described by Winter. All following messages (#20 to 24) were not received by the aircraft and therefore rejected. Below is what a rejected ACARS message looks like:

CHIAO CHI68R

CHIAOUA 111420/ROB

CMD

AN N591UA/GL DEC

– QUCHIAOUA 2

DDLXCXA

UA93 EWRSFO

There’s no content, on the second time stamp and no affirmation. Knerr’s statement, Winter’s statement and the ACARS file are consistent. Are there any doubts that N591UA received and acknowledged a message at 10:11 a.m. eight minutes after the alleged crash at 10:03 a.m. in Shanksville, PA? This evidence proves beyond any doubt UAL 93 was still airborne after and did not crash at 10:03 a.m.

UAL 93’s transponder still on after the alleged crash

>>12775051

UAL 93’s transponder still on after the alleged crash

A transponder is a device that sends a plane’s identifying information, speed, and altitude to controllers’ radar screens. UAL 93’s transponder, which was switched off after UAL 93 was hijacked, is turned back on just before the plane crashes, thereby revealing the plane’s altitude to air traffic controllers at the FAA’s Cleveland Center. www.scribd.com/docum…

Flight 93’s transponder was switched-off at around 9:40 a.m. although Cleveland Center controllers was able to follow UAL 93 on “primary radar,” which shows less information about a flight. www.scribd.com/docum…

UAL 93’s transponder is reactivated at 10:02 a.m. and 50 seconds, and then stays on for “approximately 20 seconds, according to information from the flight data to the FBI later today by Rick Kettell, the manager of the Cleveland Center”. After the transponder is turned back on, Flight 93’s radar track is observed by Cleveland Center controllers Linda Justice and Stacey Taylor. The information from the transponder shows them that UAL 93 is at an altitude of 8,200 ft. www.scribd.com/docum…

The 9/11 Commission gives an exact time of 11 seconds after 10:03 a.m. that UAL 93 crashed. It will claim this “time is supported by evidence from the staff’s radar analysis, the flight data recorder, NTSB (National Transportation Safety Board) analysis, and infrared satellite data”. It does note that “the precise crash time has been the subject of some dispute.”

A dispute relating to seismic recordings shows a disturbance at 10:06 a.m. and not 10:03 a.m. which the 9/11 Commission claimed the airplane crashed. Again, the official seismic evidence reveals a discrepancy in the official timeline narrative. The seismic data was another piece of evidence which was inconvenient for the 9/11 Commission because of UAL 93’s transponder still being recognised by Air Traffic Control (ATC) as airborne after the alleged crash time of 10:03 a.m. This has been explained due to ‘Coast Mode’ tracking, however, ATC did not recognise any signs of CST (Coast Mode). Furthermore, confirmation that this was not any type of “Coast Mode” is that ATC also recognised UAL 93 reporting an altitude. The only way ATC could observe a reported altitude is if UAL 93 was squawking Mode C on the transponder, which means altitude reporting capability. It would have been impossible for ATC to have observed UAL 93’s transponder and altitude after the reported impact time and southeast of the crash site if UAL 93 did in fact crash in Shanksville, PA as the 9/11 Commission concluded.

Here’s the account of Mark Barnick, who was a supervisor at Cleveland Center. He refers to 9:41 a.m. after UAL 93 had completed its U-Turn over Cleveland and switched off the transponder for the first time:

UAL 93’s transponder was then lost or shut off and the radar tag went into coast. Other aircraft in the area verified that they had visual contact with UAL 93 and that it was still flying southeast bound. In order to follow the aircraft, John Werth started a new flight following tag on UAL93’s primary radar target. No altitude information was available and all other controllers were advised to keep all aircraft well away from the target of UAL 93. However, according to National Transportation Safety Board (NTSB) Flight Path Study, UAL 93 allegedly impacted the ground at 10:03 a.m. The following transcript excerpts are provided by the Federal Aviation Administration (FAA). It is a conversation between Air Traffic Control System Command Center – East, Management Officers (ntmo-e) and other various facilities. The conversation is as follows in real time:

>>12775070

ntmo-e: ok united ninety three we’re now receiving a transponder on and he is at eighty two hundred feet

doug: now transponder and he’s eighty two-hundred

ntmo-e: southeast bound still

doug: eighty two hundred feet and now getting a transponder on him

ntmo-e: correct

doug: ok buddy

14:06 (10:06 a.m.)

ntmo-e: ok we’ve lost radar contact with united ninety three

Source of the transcript: www.scribd.com/docum…

UAL 93 switched on the transponder at 10:05 a.m. two minutes after the “official” crash time, and the transponder indicated an altitude of 8200 ft. It was also heading southeast. One minute later, at 10:06 a.m. radar contact with UAL 93 was lost, at the position 39 51 North, 78 46 West. This point is 15 miles southeast of the “official” crash site in Shanksville, PA.

This proves UAL 93 was still airborne after the crashbecause of the latitude and longitude positions reported by ATC (3951N – 7846W) where they reported UAL 93’s last known radar position. It is unclear if the position is reported as Degrees, Minutes or Decimal, however, standard aviation terminology is in Degrees, Minutes. With that said, both positions are well past the official UAL 93 crash site. So at 10:05 a.m. 2 minutes after the official crash time (10:03 a.m.) the NTSB report says UAL 93 had crashed in Shanksville, yet they had UAL 93 on radar which is absolute proof UAL 93’s transponder was still operational because ATC were still receiving altitude information at 10:05 a.m.

Air Traffic Control’s last known coordinate of UAL 93

At 14:10 UTC (10:10 EST) in the official ATC recordings, we hear two controllers discussing the last known coordinates for UAL 93, where the controller gave UAL 93’s last known positioning location as 3951 (North) 07846 (West). Taken from the “official” ATC transcript. See below:

>>12775091

14:10 (10:10 a.m.)

ntmo-e: I don’t know if he’s landed ok; the last position of united I’m going to give some coordinates united ninety three

doug: yes

ntmo-e: three nine five one north zero seven eight four six west

doug: zero seven eight four six

ntmo-e: west

doug: west

doug: all right

ntmo-e: you got the thirty nine fifty one north

doug: ya thirty nine fifty one north zero seven eighty four six west

ntmo-e: that’s the last known position of united ninety three

Full transcription can viewed here: www.scribd.com/docum…

Astonishingly, the last known coordinates (3951N 07846W) given by the ATC locates UAL 93, 15 miles past the crash site proving that UAL 93 was still airborne after the alleged crash at 10:03 a.m. It was also reported at 14:00 UTC (10:00 EST) which was captured in the Air Traffic Control (ATC) recordings and transcripts that UAL 93 was spotted by a VFR which reported that UAL 93 was travelling at 8,000 feet and 11 miles south of Indian Head, PA, which is just north of Cumberland, Maryland. Based on the ATC evidence, UAL 93 is now in two different locations?

Evidence UAL 93 was in two different locations after the alleged crash?

Strangely, the ACARS messages which indicate UAL 93 was near Champaign, IL after the alleged crash in Shanksville is no where near to UAL 93’s last known coordinate, which was 15 miles past the official crash site. Based on this official evidence and data conflict, FAA and United Airlines had to be tracking two different airplanes which were in two completely different locations.

No Emergency Locator Transmitters (ELT) when UAL 93 allegedly crashed in Shanksville

The Emergency Locator Transmitters (ELTs) are emergency transmitters that are carried aboard most general aviation aircraft in the U.S. In the event of an aircraft accident, these devices are designed to transmit a distress signal on 121.5 and 243.0 MHz frequencies. ELTs are mounted aft in the airplane, and designed to be triggered upon impact or may be manually activated using the remote switch and control panel indicator in the cockpit. Activation of the ELT triggers an audio alert, and 406-MHz ELTs transmit GPS position for search and rescue. [Emergency Locator Transmitters – AOPA].

>>12775103

There was no apparent ELT signal picked up in the area where UAL 93 allegedly crashed. Major Allan Knox, who works at the Air Force Rescue Coordination Center, which is the contact for credible ELT signals, will tell the 9/11 Commission that he: “does not recall an ELT detection being brought to his attention”. This indicates that UAL 93 did not crash in Shanksville, PA, thus supporting the Air Traffic Control data evidence that UAL 93 continued on heading towards Washington.

UAL 93’s new flight plan to Reagan National Airport, Washington

UAL 93 deviated off course, after completing its U-Turn over Cleveland, Ohio and switched-off the transponder for the first time at approximately 9:40 a.m. UAL 93 filed two additional new flight plans. The first one was Hagerstown (HGR) and a second one at 9:55 a.m. was to Regan National Airport (DCA).

Additionally, in support of this evidence, Linda Justice can be heard during ATC communication recordings saying “UAL 93 is flashing over Hagerstown”. youtu.be/qbyGV_yhPPI

Hagerstown locates UAL 93 approximately 69 miles past the official crash site. Another piece of official evidence is in the ATC communication transcripts locating UAL 93’s position west of Dulles International Airport, Washington.

A noticeable gap in primary radar happens right when UAL 93 switches from San Francisco International Airport (SFO) to Reagan National Airport (DCA) between 9:52:03 a.m. and 9:53:21 a.m. No other flight had this issue on 9/11. A new arrival time at DCA (Reagan National Airport, Washington with an estimated time of arrival at 10:28 a.m. Who was updating this flight? Who authorised these flight plan changes? The Primary Radar stopped pinging UAL 93, so how could ATC update UAL93 flight plan (which is reflected on Flight Explorer) if every single data point has been eliminated? It was reported in the news media that the hijackers filed the new flight plan.

>>12775126

More additional evidence shows that UAL 93 did receive a new flight plan on 9/11, reported by both a male flight attendant. Also, a live news report at 5:00 p.m. by CNN were using Flight Explorer to review the hijackings reported the new flight plan to Reagan National Airport. Source: youtu.be/w9jn-VcQqIc

There can be no doubt that an airplane identifying itself as UAL 93 was heading towards Reagan National Airport for an estimated time of arrival of 10:28 a.m. Further supporting evidence comes from the Flight Aware screen-shots below regarding UAL 93’s landing at Reagan National Airport at 10:28 a.m. Source: youtu.be/6syNnhOSkAI

>>12775133

What happened to the duplicate United Airlines 93?

The official data evidence it indicates UAL 93 landed at Reagan National Airport at 10:28 a.m. However the official ACARS data evidence shows UAL 93 sill airborne after the crash and near Champaign IL. To establish what possibly happened to this duplicate UAL 93 airplane we must revisit the UAL 93 – Cleveland Hopkins Airport mystery landing story.

On the morning of 9/11 a Cincinnati television station ran a story saying ‘Flight 93’ landed at Cleveland International Airport instead of crashing in Pennsylvania as claimed in the official government narrative.Reporters at WCPO Channel 9 quoted then Cleveland Mayor Michael R. White as saying “a Boeing 767 out of Boston made an emergency landing due to a bomb threat, the airplane landing safely, moved to a secure location and evacuated”.

The early morning report went on to say United Airlines verified the plane as Flight 93, but was also deeply concerned about another jetliner in the vicinity, Flight 175, flying from Boston to Los Angeles. Also included in the news report was a comment from United CEO, James Goodwin, who said, “The thoughts of everyone at United are with the passengers and crew of these flights. Our prayers are also with everyone on the ground who may have been involved. United Airlines is working with all the relevant authorities, including the FBI, to obtain further information on these flights.“

>>12775239

dude, do you lift?

>>12775210

https://qresear.ch/?q=titanic

Research this/ Read moar/Learn

>>12775441

depends if we use dominion voting system and voter ID

how can we demand voter ID and clear up the dominion crap?

>>12775457

we don't broadcast our moves

>>12775473

>>12775338

Baker…it's ok to update the number in globals or replace

something like:

>>12775338 Download Petition Only 150,000 more CA signatures to recall Newsom https://recallgavin2020.com

>>12775394