Buffalo Roam "...at the IP you turn into the target, you don't turn out."
If you come in too tight and/or high on the IP, and you aren't breaking off, then you have to take the long way around the corner to roll in. That guy didn't miss a beat.
Because he turn out from target, did a 330 deg. turn to the right, from your posting of the map, his line of flight would have brought the Pentagon into view at his 10-11 o-clock, at 4 miles, he started a right hand turn away from the Pentagon, a 330 degree turn, descending from 7000, and crossing the Mile 2 exit on the 405, continuing the turn just east of the Jack Herrity PKW crossing between exits 1 and 2, at which time he should have been able to pick up the Pentagon at his 3 o-clock position out of his right cockpit window, continuing the turn to line up on the Pentagon at about 2000 ft. agl, and then pushed the throttles to full power, over the next 30 seconds, till impact, all from your report and flight track that you posted, no were does it show that AA77 was at any extreme speed until after it rolled out and headed for the Pentagon, 30 seconds, 4 miles, impact, all information that can be taken fro the information that you posted, and again they didn't turn on a IP, to turn on a IP means turning into the target from a fixed reference point so as to have a reference to gauge your wind drift, and ground speed for a bomb run on a target, not a suicide crash into a 5 acre white blazing in the sun building, they turned away to give themselves more time to acquire the target, and line up for their run, no hard maneuvers, with the help of the auto-pilot, and well with in the capabilities of the aircraft to perform, at or below cruse.
Now tell me if I am wrong about the flight path? or the positions of the aircraft, or the fact that the throttles were not advanced until after the completion of the 330 deg, turn, it is all there to see, the mile markers are at the exits on the map, and the flight path is plainly marked, so tell me were I am wrong,
and how's this for a evaluation from a Pilot, of the Aircrafts handling:
http://cf.alpa.org/internet/alp/2001/feb01p22.htm
With the absence of the "soft protections" incorporated in the B-777, the B-767-400ER feels more "like an airplane." Sharp control inputs in the B-767-400ER do not produce as much aeroelastic response as in the B-777, particularly in the roll axis. As Capt. Kohler so clearly stated after the flight, "This is the first widebody aircraft I have flown that didn’t have that widebody feel." Translation: "This is the best handling widebody airplane in the Boeing product line." Capt. Rogers and I both agreed.