9/11 and particularity the plane issue is the number one example of cognitive dissonance.

PAGE CONTENTS:

THE IMPOSSIBLE CRASH PHYSICS

• NEWTON’S LAWS OF MOTION

• WHAT WOULD HAVE HAPPENED

• DOES IT LOOK REAL TO YOU? MISSING WINGS LACK OF WAKE VORTEX AT WTC THE EMPTY HOLES – WHERE IS THE WRECKAGE?

• THE PLANE DOES NOT FIT 9/11 PLANE SPEEDS AND WHY THEY ARE IMPOSSIBLE

• EXPERTS CONFIRM IMPOSSIBLE SPEED

• THE FLUTTER TEST EMERGENCY LOCATOR TRANSMITTER (ETL) THERE ARE NO OFFICIAL CRASH INVESTIGATION REPORTS THERE ARE NO VERIFIED AIRPLANE PARTS

• WTC

• PENTAGON

• SHANKSVILLE ANDREW JOHNSON’S 9/11 PLANE WITNESS STUDY

• PLANE WITNESSES

• NO PLANE WITNESSES

• LACK OF NOISE – THE CONSPICUOUS ABSENCE OF THE DEAFENING NOISE OF A LARGE LOW FLYING JETLINER BTS AND ACARS RECORDS WHAT ABOUT THE PASSENGERS?

• OPERATION NORTHWOODS

• THE HIJACKERS

• THE 9/11 PHONE CALLS 9/11 FLIGHT 175 RADAR DATA 3D ANALYSIS BY RICHARD D. HALL ADVANCED HOLOGRAM / 3D IMAGE PROJECTION TECHNOLOGY?

• WITNESS TESTIMONY INDICATES A HOLOGRAM

• THE TECHNOLOGY – WHAT IS KNOWN ABOUT IN THE PUBLIC DOMAIN? CONCLUSION

• VIDEO FAKERY OR HOLOGRAMS / 3D IMAGE PROJECTION?

• WHY NOT USE REAL PLANES? DR. MORGAN REYNOLDS LEGAL CASE AGAINST NIST CONTRACTORS FOR 9/11 PLANE FRAUD

1. THE IMPOSSIBLE CRASH PHYSICS

How could two Boeing 767 jetliners, which are essentially big hollow aluminum tubes, cut through multiple steel girders and concrete floors to completely penetrate the massive steel towers, with no deceleration visible, and disappear witout a trace, with no plane wreckage visible in the holes and no wreckage fall to the ground below the impact zone? Any video that shows an aluminum airplane with a fibreglass nose cone gliding through a steel and concrete building violates Newton’s Laws of Motion.

NEWTON’S THIRD LAW OF MOTION: “FOR EVERY ACTION THERE IS AN EQUAL AND OPPOSITE REACTION”

Let’s apply Newton’s Third Law to Flight 175. In the 9/11 story, Flight 175 strikes the South Tower at 450 m.p.h. Now imagine that the South Tower moved at 450 m.p.h. and struck a stationary Flight 175. We would not expect that Flight 175 would be undamaged. We would not expect that it would simply disappear into the South Tower as is seen in the videos.

An aluminum plane hitting a thick steel beam will have the same effect as steel beam being swung at the same speed and hitting the plane. It makes no difference which one is moving as to the effect on the plane and the beam. In both cases the thick steel beam will do damage to the plane and the beam will emerge relatively undamaged. The faster the speed at the point of impact, the more damage that will be done to the plane. Try punching a steel beam. No matter how fast your hand is traveling, you will not be able to break through it; you will eventually break your hand. It matters not if the beam is swung at your hand or you swing your hand at the beam; assuming the impact is at the same speed, the injury to your hand would be the same.

The alleged 9/11 jetliners would not just have had to fly through glass windows as some people seem to imagine. On top of having to penetrate past the 1/4 inch thick steel beams, the alleged planes would have struck floors that contained at minimum 4 inches thick of concrete poured on 22-gauge fluted steel plates interwoven underneath with supporting steel trusses. There is simply no possible way that any part of an aluminum plane, especially not the wings, striking such a building could pierce edgewise through the barrier posed by the concrete floors and supporting fluted steel flooring and trusses.

WTC concrete filled steel floor trusses

“Flight 175” was intersecting with eight (8) floors that consisted of steel trusses connected at one end to the core columns and to the external support columns at the other, where each floor was covered with 4-8” of concrete, representing an acre of concrete apiece and posing enormous horizontal resistance to any airplane’s penetration into the building.

The above diagram shows that “Flight 175” was intersecting with eight (8) floors that consisted of steel trusses connected at one end to the core columns and to the external support columns at the other, where each floor was covered with 4-8” of concrete, representing an acre of concrete apiece and posing enormous horizontal resistance to any airplane’s penetration into the building.

In the impact videos, notably the Hezarkhani, Luc Courchesne, Spiegel TV and Evan Fairbanks videos we see what we are told is a plane cartoonishly pass through the steel face of the tower like a ghost. As the alleged plane makes contact with the tower there is no bending, buckling or breaking of the plane. No wings breaking or other parts of the plane breaking apart. This is impossible. It is cartoon physics. It melts into the side of the tower like a knife through butter. The “plane” we are told is Flight 175 is depicted as being simultaneously both half in the South Tower and still completely intact, a pair of buildings made with 200,000 tons of steel each. When the tip of the plane’s fuselage hits the steel exterior of the South Tower the fuselage should be breaking up. That would cause the wings to break off.

From the holes left in both towers after impact we are supposed to believe that the fragile mostly hollow aluminum wings sliced clean through every steel column leaving a Wylie Coyote style hole. An airplane wing can be sliced in half by a wooden telephone pole:

Can a 767 Aluminum Wing Cut 14” Steel? Crash Test Shows No

Old but gold no-plane video by Paganio

A Boeing 767 flying into the WTC tower is the same as a Boeing 767 flying into the side of a mountain or like a moth flying into a windshield. There’s no way the plane would go through it and there would be significant wreckage. No wreckage has been produced and not a single plane part identification number has ever been shown.

Image on the right is taken from the video by Antonio Rosario aka “Spiegel TV”

The outer box columns tapered to 13 ½- by-14-inch box columns that were 1/4-inch thick at the upper floors. Even though the outer columns did not have the strength of the inner columns they would have been an insurmountable barrier for any plane.

Before the alleged planes even got to the inner core columns they would have had to get past the outer columns. That would be an impossible feat in and of itself.

The inner core was interlaced with steel and connected to (59 on each side and one on each corner) outer box columns that were 14 ½ inches by 13 ½ inches on the lower floors with 2 ½-inch thick steel on two sides and 0.875-inch thick steel on the other two sides.

The massive core columns of the World Trade Center were anchored to bedrock. Thirty one of the columns were 36-by-16-inch box shaped columns made of two-inch thick solid steel at the foundation. Sixteen of the columns measured 52 inches by 22 inches triple thick steel boxes that were 5 inches thick at two ends matched perpendicularly with one 6 ½-inch and two 6-inch thick slabs of steel.

The box columns reduced in size and thickness at the upper floors, but were still substantial steel columns for which an aircraft of any size would not pose any serious threat. The minimum thickness was 2.25 inches for the columns between the impact zone for the alleged plane that supposedly hit Tower 2 (South Tower) between the 77th and 85th floors. The diagram depicts the dimensions as reported by NIST of one of the 16 larger box columns for the 77th through the 80th floors.

As the core columns progressed to the upper floors, they became smaller in size as seen in the diagram of the columns for WTC floors 80 to 83. The core columns transitioned to massive I beams that spanned from the 83rd to the 86th floor, as depicted in the diagram of the dimensions of those I beams.

In fact, the WTC Towers were designed to withstand the impact of a Boeing 707 (the largest passenger aircraft then flying at the time the WTC Towers were designed). The Boeing 767s that struck the twin towers were only slightly larger than a Boeing 707. The Boeing 707 length is 153 feet with a wingspan of 146 feet, whereas the Boeing 767 length is 159 feet, with a wingspan of 156 feet. The engineers were not making guesses about it strength. In the mid-1960’s, the structural engineers who designed the Twin Towers carried out studies to determine how the buildings would fare if hit by large jetliners. “In all cases the studies concluded that the Towers would survive the impacts and fires caused by the jetliners.”

They have traditionally used 1/4 inch steel chest plates as impenetrable protection against rifle bullets in bullet proof vests. National Institute of Justice (NIJ) rated Level III body armor 1/4 (.25) inch steel plate protects against all handgun bullets, including .44 magnum rounds, and against rifle bullets 9.6g (148 gr) 7.62x51mm NATO M80 ball bullets at a velocity of 847 m/s ± 9.1 m/s (2780 ft/s ± 30 ft/s).

See what happens to a bullet from a rifle; much faster than the alleged “planes”. It does not go through, but disintegrates.

Note in the diagram below how the columns each had two 13.5-inch plates that were 1/4 inch thick steel facing edgewise toward the alleged plane. Those two 13.5-inch steel plates were framed by two other steel plates that were 13 inches wide in the exterior and 14 inches wide in the interior. They were also 1/4 thick. Those columns would have resisted penetration by the plane into the towers and any pieces that made it through the openings between the columns would have been for the most part shredded pieces of the aircraft.

The inner core steel columns were incredibly thick – each measuring 2.5 inches (6.35 cm), so the entire thickness of each column was 5 inches (12.7 cm). To imagine how thick this is, here is a good example to compare to: imagine the front armor of the best tank from the WWII period – the T-34 – whose steel was only 1.8 inches (4.5 cm) thick and was just single-walled. The T-34 tank and its armor are in the pictures below:

Yet there were practically no armor-piercing artillery shells available at the time capable of penetrating such front armor. The Twin Towers’ steel frames consisted of double-walled steel columns that were almost three times as thick as the front armor of a T-34 tank.

The media and the government would have the public believe that an aluminum plane can pierce into a building ringed with steel columns, and after cutting through those columns, continuing to cut through even thicker columns in the core of the building. Below are examples of what happens to a plane when it collides with a bird. Birds are light, which is how they are able to fly. Yet, look at the damage the birds do to an aircraft. If a bird can do that degree of damage to a plane what chance would a plane have against robust steel columns at the World Trade Center?

Daily Mail: Egyptair plane left with huge hole after striking bird

Image on the left is taken from the video by Antonio Rosario aka “Spiegel TV”

There are many things wrong with the 9/11 plane theory but one is the proposition that 767 wings can stay intact/attached in a high-speed, violent collision with a maxi-strength tower and those wings disappear inside said tower. Not to mention heavy tail sections disappearing within too. And such unprecedented (alleged) crashes occurred twice within 16.5 minutes? Wow. To paraphrase Gerard Holmgren, why don’t we have rotary aluminum blades and hacksaws for cutting steel today?

Watch this video of hijacked Ethiopian Airlines flight 961, a 767 out-of-fuel, trying to make a low-speed, soft landing adjacent to a Comoros beach.

Boeing 767 Ethiopian Airlines Flight 961 crash at sea, 23 November, 1996

The left wing was immediately ripped off by contact with water while the right wing was quickly “dismembered” by deceleration and roll of the fuselage. Too much stress. Doesn’t take much. And encounters with steel? Lots of steel? How would wings fare there? You decide. By the way, NIST never gave the dimensions of the cut-outs in the towers; couldn’t because they were undersized, well short of the 155’ wingspan of a 767, especially the WTC2 hole. Measure the holes yourself, recalling that the 14” columns were on one meter centers. Like the Pentagon and Shanksville, every hole that day was too small to accommodate passage of the claimed Boeing aircraft.

Newton’s Second Law of Motion: When a force is applied to an object, the object accelerates in the direction of the force. When an object in motion hits stationary resistance, the force acts in the opposite direction of the object and therefore the object decelerates.

Shouldn’t a plane travel faster through air than through a skyscraper?

Flight 175 – Air vs. Skyscraper (Video Source: Evan Fairbanks)

We would expect a sharp deceleration as the plane crumpled to fit into the 60 feet of space (North Tower, Flight 11) and 35 feet of space (South Tower, Flight 175) from the perimeter to the central steel core. Instead, both “planes” enter the towers entirely at uniform motion.

Newton’s First Law of Motion: “A body remains at rest or in motion with a constant velocity unless acted upon by an external force.” The plane did not slow down as it made contact with the tower. How can the plane fly at the same speed through the steel/concrete face of the tower as it did through the air? This is impossible.

WHAT WOULD HAVE HAPPENED

TERMINAL BALLISTICS

If the plane were made of tungsten or something, and it remained intact, then upon the nose penetrating the first beams, whatever force that took would be transmitted from the beams to the nose of the plane also, causing deceleration and deflection.

The heavier part of the aircraft (the engines) has more momentum though, and due to the deflection of the nose, the plane would tumble, in the same way a rifle bullet tumbles through Kevlar.

AERODYNAMICS.

The tumble would occur in the direction of lift from the wings and tail plane.

The deceleration of the wing surfaces would not cause an instant loss of lift because the lift is due to low air pressure above the top surface of the wing, there would be enough lift left during an impact to determine the direction of tumble.

And the 2nd plane was depicted as banking to the left when it hit the tower, so it would have been rising to the left when it struck, giving us another, separate reason for the plane to tumble.



With the diagonal rise of the nose being suddenly stopped upon penetrating the building, the rear of the plane should have continued diagonally upwards, causing it to tumble roof-on into the building, probably right-wing first due to the extra lift on that side due to the bank of the aircraft, the wing on the outside moving faster.

And as the bank of the plane means it should have been moving up and to the left then the fuel should have continued in that direction when the tanks ruptured, rather than go straight through any hole made by the impact.

http://crashphysics.blogspot.com/2006/11/why-no-planes-could-have-struck-towers.html

A few days ago retired pilot John Lear sent me a link to a U.K. Daily Mail Online article about a December 16, 1960 mid-air collision of two airliners over Brooklyn, New York. It was the worst air disaster of the era and led to a reevaluation of Air Traffic Control policies.

The photos fascinate: while grisly they portray the familiar aftermath of real airliner crashes—which excludes the four alleged crashes of 9/11 which produced the cleanest “crash sites” in aviation history.

Of the hundreds of facts proving the 9/11 narrative a fraud, the hijacked airliners story is of central importance. Without Muslim hijackers, the whole rationale for warfare on the Muslim world collapses. Yet the “9/11 airliners” left the four cleanest crash sites in aviation history. To claim that large, hijacked airliners crashed at the four designated 9/11 sites is beyond ridiculous.

The recent crash of a KC 130 tanker/transport in Mississippi shows once again what a plane crash looks like. Every real crash of a large plane is an unholy, major mess with easily identifiable plane parts, bodies and luggage everywhere.

Remember the crash of American Airlines Flight 587 on November 12, 2001, in the Belle Harbor neighborhood of Queens, New York City, only two months after 9/11? Yes, I’d forgotten about it too. But now we have a five-minute clip from an interview of Dr. Judy Wood by Richard Syrett reminding us that the flight 587 crash, killing all 265 people aboard the Airbus A300-600 plus five on the ground, proves that the 9/11 twin tower “crashes” never involved real airliners.

Dr. Judy Wood discusses evidence relating to the 9/11 airplanes.

Here we go again, comparing real Boeing plane crashes to expose – as simply as possible – the plane fakery of 9/11.

On Wednesday, February 5, 2020, a Boeing 737-86J, reportedly 11 years old, landing on runway 06 in rainy weather at Istanbul’s Sabiha Gokcen airport, “…overran the runway, went down an embankment and impacted the airport perimeter wall breaking in three. The aircraft came to rest about 20 m[eters] below the runway elevation. The last recorded ground speed was 74 mph as the aircraft crossed the perimeter stop way.” Remarkably, only three were killed of 183 aboard.

True, a 737-900, in production since 2000, is about 25 percent smaller than a wide-body Boeing 767, a pair of which supposedly disappeared into World Trade Center towers 1 and 2 with nary any Boeing debris in evidence nor any violent collisions on 9/11. The 737 has a 113′ wing span vs. 156′ for the 767, and a maximum takeoff weight of 174,000 lbs. vs. 220,000 for the 767. So? On the issue of comparative crash “worthiness” it’s a difference without a material difference.

The 74 mph “git off” caused this 737 Pegasus airliner to break the fuselage into three major pieces, including the inverted torn-off front section. Planes, to put it bluntly, are flying tin cans–well, aluminum cans–and when they crash, they break into pieces. There is no way in hell they can disappear into steel/concrete towers, sturdy stone structures like the Pentagon, or deep into the earth. They are fragile in violent collisions up against most any substantial agglomerations of matter!

Yet we’re supposed to believe Boeing airliners disappeared into the two strongest skyscrapers in the world? Disappeared! What rubbish! The four cleanest plane crashes in aviation history. Defying Sir Isaac Newton’s laws of motion. Impossible physics. His third law–equal and opposite–guarantees that in a violent collision the stronger object imposes far more destruction on the weaker object than vice versa. Always. No exceptions. And regardless of speed, impossible though the purported speeds would be–WTC tower 2 videos show 550+ mph near sea level–for real Boeing airliners to achieve on 9/11 or any day.

Joseph Keith is a retired aerospace software engineer, who created the software for Boeing’s “shaker” system to determine when an airplane will fall apart.

Question: When did you realize something was amiss about 9/11?



Answer: I watched 9/11 on TV that day and my next-door neighbor is a pilot for SkyWest Airlines. We were good friends and when 9/11 happened I called up right away and said, “Turn on the TV.” He came over to my house. I said, “It’s fake.” “Yes, it’s fake,” he said. Later, we decided that the networks did not get the real-time feed of the crash and simulated it instead. In about a week we were convinced by neighbors that the networks were displaying the real thing.



Get any video. They’re getting harder to find. A good example is “In Memoriam, New York City 9/11/01” from HBO, narrated by Rudy Giuliani, because the plane crashes at the beginning. Start the DVD and as the plane comes into view, hit the pause on your remote and then go frame-by-frame until the plane goes into the building, step by step. Carefully watch the plane go into the building: it’s like a hot knife cutting through butter. Marvel at how a plane can meld into a steel-concrete building. A plane should crash against the building. It makes one curious! It should make you think about how a plane would enter a steel-concrete building.



Every video that shows impact shows a plane flying through the tower wall the same way it flies through thin air: no cratering effect, no pushing parts of the building in, no crunching of the airframe as it hits resistance, no reaction from the heavy engines and hidden landing gear, no parts breaking off, no outer 30 feet of the wing breaking off, no bursting, shredding or bending of the wing. No nothing.

One more test is to pause with the plane on the screen. Take a magic marker or tape and mark the nose of the plane and then count frames until the tail passes the mark. You’ll find that the number of steps the plane takes while the plane is in thin air is the same as the number of steps the plane takes as it melds into the building.



Question: So there’s no deceleration?



Answer: Right. It violates all Newton’s laws of motion. I’ll state them:

An object at rest remains at rest and an object in motion remains in motion until a force is applied. When a force is applied to an object, the object accelerates in the direction of the force. When an object in motion hits stationary resistance, the force acts in the opposite direction of the object and therefore the object decelerates. Newton said, “For every action there is an opposite and equal reaction” but I say, every action produces an equal and opposite reaction.

Question: So, for example, a diver speeds through thin air but slows in the resistance of the water unless he has a new energy source to maintain speed.

Answer: Right. It’s like this TV show I was watching called Myth Busters. They dumped this dummy from 100 feet and it registered 16 G’s when it hit water. That can kill you, we can only take about 10 G’s. Then think about hitting steel and concrete.

Question: Believers in Boeing 767s hitting the twin towers always bring up kinetic energy as the big explanation for how an aluminum plane could fly right through the wall of a steel and concrete tower. Speed squared is supposed make us believe the plane-like outline of the holes in the towers.



Answer: The more kinetic energy, the more damage the speeding object will do when it hits, but they’re claiming that it punched right through. The plane should have continued right through the building like a bullet through paper. Sure, in the bullet case, little kinetic energy is lost. No plane deceleration also means the plane never lost kinetic energy.

When Jerry Longspaugh, an aerospace engineer and SPINE member, saw a photo of a hole in one of the towers and thought he saw the core, he wrote to Kee and me, “It looks like the NPT (No Plane Theory) is true.”

Question: Why is there such resistance to NPT (No Plane Theory)?



Answer: NPT (No Plane Theory) is a direct attack on the head of the snake. You can go after Bush, Cheney and that whole compartmentalized entity but not the head of the snake. NPT is the only thing that we have direct evidence of, so it is very threatening. The media control everything because they can point the finger at anybody. The media is the enforcement arm of the head of the snake that controls everything. It can topple any government. And NPT is direct proof of their enforcement of the 9/11 scam. It’s the propaganda arm of the ruling class and NPT would break it all open. They’d be done.

Joe’s Law is a consolidation, into one law, of Isaac Newton’s three laws of motion, which are: 1. An object in motion remains in motion until acted upon by a force. 2. When a force is applied to an object, the object accelerates in the direction of the force until the force is removed. 3. Every action creates an opposite an equal reaction. I concocted Joe’s Law in order to destroy the BIG LIE and get to the truth. Thusly, Joe’s Law states: “AIRPLANES DON’T MELD INTO STEEL AND CONCRETE BUILDINGS, THEY CRASH AGAINST THEM!” By now, I suspect that you have figured out that I formulated Joe’s Law for the expressed reason to expose the televised fakery of the 9/11/01 debacle.

The test is simple. Taking a section of wing from a scrapped 767, attach it to a rocket sled. Reseal the fuel tank and fill it with fuel, and at the other end of the track, fabricate some box-columns built to the specifications of the World Trade Center and collide them together at 550 MPH, filming the results with high-speed cameras. The intent is to copy the experiment used in the Mythbusters: Revolution video by simply replacing the “plow” with a section of wing from a 767, and by replacing the car with steel box-columns built to the same specifications as the WTC. If it is true that a whole plane can slice-through a steel building, a wing-section should slice through the steel columns with ease.



Naturally not everything would be identical to the alleged WTC crashes (no lateral floor edges, departures from right-angle/head-on impact, etc.) and there is room to debate experimental alternatives, but a simple crash test promises to prove quite a bit for or against the official WTC plane crash story and variations of it.

DOES IT LOOK REAL TO YOU?

There are only 2 videos that captured what is alleged to be American Airlines Flight 11, a Boeing 767. One by Jules Naudet and the other by Pavel Hlava.



There are 64 known videos of what is alleged to be United Airlines Flight 175, a Boeing 767 with 49 of the videos being shot by members of the public. There are 6 videos that show clearly the “plane” disappearing into the face of the South Tower. These are Michael Hezarkhani, Luc Courchesne, Evan Fairbanks, Park Foreman, Jennifer Spell, Shizzzham and Antonio Rosario. These videos show in plain view impossible crash dynamics, proving undeniably that the “planes” can not have been real.

Interestingly, there are no known videos of “Flight 175” taken by professional news media cameras on the ground. It is possible that they exist but have never been made public, because of the what the higher quality film reveals about the alleged “plane”.

The closest and clearest video of what is alleged to be Flight 175 was shot by Michael Hezarkhani. He gave it/sold it to CNN and as researcher Jeff Hill discovered, he will not discuss the video, on advice from his lawyer.

9:02:24am – 9:05:20am / S / Raw Video by Michael Hezarkhani

Does it honestly look like a real plane to you? The entire “plane” performs the impossible feat of melting into the face of the tower without any breaking or deforming. There is also no wake vortex after the explosion. The plane has an unreal appearance. The lighting and proportions of the plane are unreal. The plane has no strobe lights. The plane also casts no shadow. Go on Youtube and watch plane spotter videos of real airplanes from the 1990’s up to 2001 and you will not find anything that looks like this “plane”.

Source: Michael Hezarkhani (CNN). In between the fuselage and left engine the “plane” has pierced the building yet has not yet made the hole.

Below is a still from the Michael Hezarkhani video showing a digital composite plane on the top and the original “plane” from the Hezarkhani video underneath. The digital composite plane looks more realistic but it still looks computer generated.

Below is a digital composite of a plane on the left compared to the Evan Fairbanks video purporting to show Flight 175 entering the South Tower.

Carmen Taylor, an Arkansas tourist, took this photo of “Flight 175” as she was standing in line to board the State Island Ferry.

Source: Carmen Taylor. Unreal looking and absolutely impossible.

Source: Unknown, appeared online in 2012. If you think a real jetliner can do this, you need a reality check.

Source: Luc Courchesne. Left wing missing. The “plane” has entered the WTC…and the fuselage has not made any hole! It does not look like a real plane.

8:59:15am – 9:05:13am / SW / Raw Video by Luc Courchesne

Source: Luc Courchesne. Does this seriously look like a real plane to you?

Source: Antonio Rosario aka Spiegel TV. Does this look real to you?

Source: Antonio Rosario aka Spiegel TV. Almost the entire fuselage, wings, and engines have pierced the North Tower, yet not a single sign of an entry hole.

Antonio Rosario aka “Spiegel TV”

9:02:32am – 9:06:04am / SE / Raw Video by Antonio Rosario

Source: Jennifer Spell. We are seeing an impossible interaction between the “plane” and the tower.

9:02:52am – 9:04:31am / Southeast / Raw Video by Jennifer Spell

Source: PAX TV. That is not a real plane.

2nd Plane Impact on 9/11 – Gamma Press T=L=C

In Park Foreman’s video the roof of the Woolworth Building partially obscures the view of the “plane” passing through steel and concrete like there is nothing there.

“I saw another airplane approaching from the south. I put my camera on it and followed it straight into the building. It looked like it went right through.“ Park Foreman, Polytechnic Online, 09-12-2001

Enhanced WTC2 Plane (Park Foreman – NIST FOIA – CNN

Evan Fairbanks: “It disappeared like a bad special effect. It disappeared right into the building. I’ve seen it 6-7 times now and it’s still incomprehensible what is actually happening there.”

Evan Fairbanks HD Slideshow

http://www.911conspiracy.tv/Fairbanks_HD.html

An aluminum plane does not disappear into a steel building nose to tail without any reaction with the building:

2nd hit E. Fairbanks 1st air w/ WTC2 collapse, interview 5:03 pm

2. MISSING WINGS

In the Luc Courchesne video of “Flight 175” we see the left wing disappear:

8:59:15am – 9:05:13am / SW / Raw Video by Luc Courchesne

Slowed Down:

Luc Courchesne slowed down

The left wing also disappears on the Shizzzham video of “Flight 175”:

The left wing disappears in the PAX TV video of “Flight 175”:

PAX TV (Raw)

PAX TV KTLA slow, extended

PAX TV (WPIX)

In the Naudet Brothers video of “Flight 175” the plane’s right wing is not present for 6 frames:

2nd Plane Hit on 9/11/01 inside WTC 1 and outside

In this study analysis I am going to compare two videos which captured an anomaly involving “alleged” Flight 175’s plane wing briefly disappearing before impacting the South Tower. I will also explore some of the most common explanations which have been put forward to try and explain these anomalies. Many 9/11 researchers have tried to explain away some of the anomalies captured in the “Flight 175” videos. One such case is the video footage showing the plane wing disappearing in some of the videos.



Continue reading: http://mark-conlon.blogspot.com/2018/07/the-disappearing-and-reappearing-wing.html

3. LACK OF WAKE VORTEX AT WTC

There is no wake vortex to be seen in the smoke and explosion after “impact”. The wake vortex is the strong rotating vortex of air left by an aircraft that persists for around a minute or more.

Wake vortex created by a plane flying through smoke:

C-5A Wing Vortice tests at NASA Langley Research Center

No Wake Vortex – No Planes 9/11

9/11 planes – vortex/twirls missing. Sedition!

100% proof of 9/11 Deception. The Killer casts no shadow

4. THE EMPTY HOLES – WHERE IS THE WRECKAGE?

There is no plane or plane wreckage at all to be seen in the hole of either tower in any video or photos. Neither is there any plane wreckage to seen on the street below.

Where are the wings, cables, hydraulics, tail, the luggage? wheels and turbines?

Where’s the plane? Airplane wreckage does not vanish upon impact.

A Boeing 767 is 156 feet wide and 159 feet long. The distance from: the outer perimeter of the North Tower at the alleged point of contact by AA Flight 11, to: the central 47 massive inner core beams that are cross-braced is 60 feet. The distance from: the outer surface of the South Tower at the alleged point of contact by UA Flight 175, to: the core structure of that building was 37 feet. The differential in length in relation to the North Tower with respect to plane length and a building length that is measured in terms of the distance to the core structure is about 99 feet. The differential length for the South Tower is approximately 122 feet. A 767 is 159 feet long so most of the plane has got to be outside of the tower in both cases since there is simply no room for the entire length of the plane to crumple into. Why didn’t we see 99 feet of AA Flight 11 sticking out of the North Tower or broken off, crumpled up, and/or crumbling to the ground below? Why didn’t we see 122 feet of UA Flight 175 sticking out of the South Tower or crumpled up, and/or crumbling to the WTC plaza below?

The North Tower’s Impact Hole

CNN North Tower Hole Close-up

Shot of North Tower from Street

The South Tower’s Impact Hole

South Tower South Facing Hole Close-up

THE PLANE DOES NOT FIT

A Boeing 767 is 156 feet wide. The width of the hole in the South Tower was 106 feet wide and the width of the hole in the North Tower was 125 feet wide. 50 feet of the Boeing 767 that allegedly struck the South Tower cannot fit into the size of the hole that is in the North Tower…a hole that was supposedly created by a Boeing 767 with a wingspan of 156 feet. 31 feet of the Boeing 767 that is said to have hit the North Tower cannot fit into the size of the hole that is in the North Tower…a hole that was supposedly created by a Boeing 767 with a wingspan of 156 feet. Some people may say that the wings of the Boeings merely folded back as the aluminum portion of the wings came in contact with the exterior steel columns. However we can see this is not what happens in the videos. Even so the aluminum wings would not neatly fold back they would be torn off.

With a fuselage 155 feet long, an intact 767 would have been visible out the south tower hole, the east side or both. The fuselage could not neatly fold up, accordion style, to conceal itself after demonstrating strength enough to silently rip through the south wall, six steel/concrete floors and penetrate so far into the core to vanish.

If it was ‘hot’ from burning jet fuel, then how are these people standing at the face of the hole? Where is the plane wreckage?

Meet Edna Cintron

Edna Cintron stood waving for rescue in the North Tower plane shaped hole for at least an hour. Help never came. Her picture is in the NIST reports, waving to tell us that their tales of thousand degree heat from “raging infernos” of jet fuel is a lie.

According to the media/government fable, it was hot enough to soften the steel and cause the building to collapse, however, as is evident from the photo and video, it was not hot enough to singe her hair.

5. A BOEING 767 CAN NOT FLY 500 MPH AT SEA LEVEL

According to the official narrative American Airlines Flight 11 was traveling at approximately 465 mph and United Airlines Flight 175 was traveling at a speed of approximately 590 mph when they hit the North and South Towers. Note: Detractors often claim the reason “Flight 175” was able to reach this speed is because the plane was in a dive. “Flight 175” was NOT in a dive when it approached the South Tower.

Pilots For 9/11 Truth state that the speed and sharp manoeuvres would have resulted in the plane breaking up from the stress on the aircraft frame due to the higher air pressure at sea level. It would be extremely difficult for the pilot to actually hit the tower even if the wings didn’t break off due to the stress (which they would do). Experienced commercial and military pilots have stated that the speed and manoeuvres of the planes that hit the World Trade Center are impossible to have happened. They state they could not replicate the alleged flights themselves. Two experienced pilots using flight simulators on the morning of 9/11 could not hit towers at 500 mph in six attempts. See: Pilots For 9/11 Truth Presents: “9/11 Intercepted”

Pilots For 9/11 Truth Presents: “9/11 Intercepted”

When the force of the air pressure at sea level overcomes the aerodynamics of the plane it will break up, as seen in this animation below of what would have happened if a Boeing jetliner flew faster than design limitation towards the WTC towers.

9/11 Plane Speeds and Why They Are Impossible

At 1000ft the air is too dense, we need to examine the reasons why this is the case.

The turbofan engines would struggle to handle the volume of air going into it. Structural loads and pressures on the air-frame are not equal, some parts of the plane can’t handle the stresses as some of the others. The rule of thumb is to go with the lowest known pressure statistics (Boeing have conducted endless tests with this) and use that to calculate the maximum speeds for 1000 ft and again do not exceed 360 knots, in many cases this is not wise to even attempt this speed.

Now that does not mean the aircraft can’t exceed such speeds, but Boeing and the FAA utilize VMO Velocity Max Operating and VNE which is Velocity Not to Exceed, to do so is inviting structural failures in which will in high probability result in an airplane crash.

Professional pilots and aviation experts will tell you that anyone exceeding 360 knots especially at 1000ft, will run the risk of the destroying the aircraft. The common reason for this is due to the air resistance increasing as you descend to ground level i.e air molecules/pressure begin to increase at below 10,000ft, that pressure is sure to increase even more at 1000ft, which is were all the so called planes of 9/11 were exceeding such speeds.

The issue here is can a Boeing 757 and 767, the planes on 9/11, exceed VMO or VNE speeds? and also do the impossible speeds of over 500mph at 1000ft?

In 2014 Pilots for 9/11 Truth decided to address the issue of 9/11 plane speeds and why such speeds are impossible, in some cases depending on what sources you want to believe, Flight 77, 93 & 175 exceeded 100 knots above VMO or VNE. See their conclusions here in this 45 minute documentary and see why people who defend this belief are so totally wrong and misleading you all.

9/11 Simulations

Using a simulator designed and developed by Aeronautical Engineers, Pilots For Truth attempt to duplicate the 9/11 attacks based on data provided by the government regarding the excessive speeds reported, starting from the exact locations and altitudes according to government data.

Pilots for 9/11 Truth: Airplane controllability

If you don’t trust that source, then visit the website of WestWind Airlines and download “Flying The Boeing 757-200“. The climb speed to 10,000 is 250KIAS Knots Indicated Air Speed and you are not to exceed it. Descent speed again not to exceed 250KIAS. So how does a 757-200 on 9/11 exceed 400knots at 1000ft? It can’t because it’s impossible. Especially in a horizontal flight.

The following interview is with Rusty Aimer, a 757, 767 captain who flew for United Airlines and has been a captain on the actual aircraft reportedly used on 9/11. This is what Rust had to say about the NTSB speeds reported of the exact aircraft he has logged flight time.

Capt. Rob Balsamo: “The alleged Flight 175 that impacted the South Tower was at 510 knots and comparing that to EgyptAir Flight 990 at .99 mach which was at 22,000 ft. The dynamic pressure equivalent at lower altitude for that is only 420 knots and this aircraft broke apart in flight.” Capt. Rusty Aimer: “At that kind of speed, even if you can get an 767 up to 510 knots which is very very doubtful. I think it’s impossible to get that kind of speed on any commercial airplane. The Concorde can’t reach that speed at sea level. So to get an airplane, especially an old 767, which this United aircraft was, to me it’s impossible. Any pilot that has been in a commercial jet would probably laugh if you said 510 knots.”

9/11: WORLD TRADE CENTER ATTACK

Pilots For 9/11 Truth analyze the events which took place in New York City on the morning of the 11th of September 2001. Analysis includes Black Box Recovery, Radar and Speed data analysis, Aircraft Control, and “Hijacker” Pilot Skill. Includes interviews with United and American Airlines 757/767 Captain’s who have actual flight time in all 4 aircraft reportedly used on 9/11.

(PilotsFor911Truth.org) – Much controversy has surrounded the speeds reported for the World Trade Center attack aircraft. However, none of the arguments for either side of the debate have been properly based on actual data, until now. Pilots For 9/11 Truth have recently analyzed data provided by the National Transportation Safety Board in terms of a “Radar Data Impact Speed Study” in which the NTSB concludes 510 knots and 430 knots for United 175 (South Tower) and American 11 (North Tower), respectively. A benchmark has been set by the October 1999 crash of EgyptAir 990, a 767 which exceeded it’s maximum operating limits causing in-flight structural failure, of which data is available to compare to the WTC Attack Aircraft.

EgyptAir 990 (EA990) is a 767 which was reported to have entered a dive and accelerated to a peak speed of .99 Mach at 22,000 feet. Boeing sets maximum operating speeds for the 767 as 360 Knots and .86 Mach. The reason for two airspeed limitations is due to air density at lower vs. higher altitudes. To understand equivalent dynamic pressures on an airframe of low vs. high altitude, there is an airspeed appropriately titled “Equivalent Airspeed” or EAS. EAS is defined as the airspeed at sea level which produces the same dynamic pressure acting on the airframe as the true airspeed at high altitudes.

Pilots For 9/11 Truth have calculated the Equivalent Airspeed for EA990 peak speed of .99 Mach at 22,000 feet as the equivalent dynamic effects of 425 knots at or near sea level. This airspeed is 65 knots over max operating for a 767, 85 knots less than the alleged United 175, and 5 knots less than the alleged American 11. Although it may be probable for the alleged American 11 to achieve such speed as 430 knots is only 5 knots over that of EA990 peak speed, It is impossible for the alleged United 175 to achieve the speeds reported by the NTSB using EA990 as a benchmark.

Pilots For 9/11 Truth have further studied if a 767 could continue controlled flight at such reported speeds. According to the NTSB, EA990 wreckage was found in two distinct debris fields, indicating in-flight structural failure which has been determined to have occurred a few seconds after recording peak speed. Based on EA990, it is impossible for the alleged United 175 to have continued controlled flight at more than 85 knots over the speed which failed the structure of EA990.

Full detailed analysis, including analysis of a recent simulator experiment performed, and interviews with United and American Airlines 757/767 Pilots can be viewed in the new presentation, “9/11: World Trade Center Attack” available only at http://pilotsfor911truth.org. Although other factors come into play within the transonic ranges, Dynamic pressure is dynamic pressure. Math doesn’t lie. Boeing needs to release wind tunnel data for the Boeing 767. Despite the fact that the data can be fabricated, such a release of data may alert more pilots and engineers to the extremely excessive speeds reported near sea level for the Boeing 767 in which they can decide for themselves.

http://pilotsfor911truth.org/wtc_speed

Update: Since our article on WTC Aircraft Speed Analysis was written, more evidence has been gathered to reflect the research provided by Pilots For 9/11 Truth and in the film “9/11: World Trade Center Attack”. A more thorough understanding and explanation of why V speeds are established based on wind tunnel tests performed by the manufacturer is also available virtually making the need to gather documents from Boeing based on wind tunnel testing, moot. We already have their results of such tests in the form of the V Speeds they have established through wind tunnel testing required by definition as outlined in the Illustrated Guide To Aerodynamics and all other related text. For more information and to review the evidence gathered, click here.

For those who make excuses for the government story:



Please let us know when you find one verified pilot (or precedent) willing to support your claims that a standard Boeing 767 can maintain control and stability at Vmo+150, Va+220 –and pull G’s– out of a 10,000+ foot dive, while rolling on G’s cranking into a 38 degree bank, to hit a target with less than a 25′ margin for error – for a pilot with less experience than one who couldn’t control a 172 at 65 knots. Please let us also know when you have any type of evidence for your argument other than opinion or “Because the govt told me so…”.

06/22/2010 – (PilotsFor911Truth.org) Recently Pilots For 9/11 Truth have analyzed the speeds reported for the aircraft utilized on 9/11. Numerous aviation experts have voiced their concerns regarding the extremely excessive speeds reported above Maximum Operating for the 757 and 767, particularly, United and American Airlines 757/767 Captains who have actual flight time in all 4 aircraft reportedly used on 9/11. These experts state the speeds are impossible to achieve near sea level in thick air if the aircraft were a standard 757/767 as reported. Combined with the fact the airplane which was reported to strike the south tower of the World Trade Center was also producing high G Loading while turning and pulling out from a dive, the whole issue becomes incomprehensible to fathom a standard 767 can perform such maneuvers at such intense speeds exceeding Maximum Operating limits of the aircraft. Especially for those who research the topic thoroughly and have expertise in aviation.

Co-Founder of Pilots For 9/11 Truth Rob Balsamo recently interviewed a former NASA Flight Director in charge of flight control systems at the NASA Dryden Flight Research facility who is also speaking out after viewing the latest presentation by Pilots For 9/11 Truth – “9/11: World Trade Center Attack”.

Retired NASA Senior Executive Dwain Deets published his concerns on the matter at the American Institute of Aeronautics and Astronautics (AIAA) as follows:



A Responsibility to Explain an Aeronautical Improbability

Dwain Deets

NASA Dryden Flight Research Center (Senior Executive Service – retired)

AIAA Associate Fellow

The airplane was UA175, a Boeing 767-200, shortly before crashing into World Trade Center Tower 2. Based on analysis of radar data, the National Transportation and Safety Board reported the groundspeed just before impact as 510 knots. This is well beyond the maximum operating velocity of 360 knots, and maximum dive velocity of 410 knots. The possibilities as I see them are: (1) this wasn’t a standard 767-200; (2) the radar data was compromised in some manner; (3) the NTSB analysis was erroneous; or (4) the 767 flew well beyond its flight envelope, was controllable, and managed to hit a relatively small target. Which organization has the greater responsibility for acknowledging the elephant in the room? The NTSB, NASA, Boeing, or the AIAA? Have engineers authored papers, but the AIAA or NASA won’t publish them? Or, does the ethical responsibility lie not with organizations, but with individual aeronautical engineers? Have engineers just looked the other way? The above entry remained at the moderated AIAA Aerospace America Forum for approximately two weeks before being removed without explanation. Click “ Who is Ethically Responsible ” submitted by Dwain Deets at the Pilots For 9/11 Truth Forum for discussion on this entry at AIAA.

Dwain Deets credentials and experience are as follows:

Dwain Deets

MS Physics, MS Eng

Former Director, Aerospace Projects, NASA Dryden Flight Research Center

Served as Director, Research Engineering Division at Dryden

Recipient of the NASA Exceptional Service Award

Presidential Meritorious Rank Award in the Senior Executive Service (1988)

Selected presenter of the Wright Brothers Lectureship in Aeronautics

Associate Fellow – American Institute of Aeronautics and Astronautics (AIAA)

Included in “Who’s Who in Science and Engineering” 1993 – 2000

Former Chairman of the Aerospace Control and Guidance Systems

– Committee of the Society of Automotive Engineers

Former Member, AIAA Committee on Society and Aerospace Technology

37 year NASA career

It is established based on corroborated expert statements, raw data, and precedent, that the extremely excessive speed reported for the 9/11 aircraft is truly the “Elephant In The Room” and needs to be thoroughly investigated.

In August 2007 researcher Jeff Hill called aerospace engineer Joseph Keith who designed the ‘shaker system’ for Boeing. This is what he had to say about the max operating speed of the Boeing 767:

Joseph Keith: When you’re at 700 ft altitude the air is so thick that when you max the rotation of the engine turbines, they can’t suck the air in and it starts acting as a brake. It will max out at 330 mph at 700 ft altitude. In other words it can’t fly that fast…if the plane was flying that fast at that altitude it would have shook itself apart before it hit the building.” https://www.youtube.com/watch?v=_0wtUggPsBs

Jeff Hill also phoned aeronautical engineer Ben Eadie about the maximum speed at Boeing 767 can travel at sea level:

Jeff Hill: “A 767’s max speed at 30,000 ft cruising altitude would be about 535 mph?



Ben Eadie: That’s about right. Yes.



Jeff Hill: Is it possible to go that speed at sea level? In specifically a Boeing 767 with two Pratt & Whitney engines? Ben Eadie: No it can not. It does not have enough power. Jeff Hill: It can not? Ben Eadie: It can not. Jeff Hill: Is that beyond a reasonable doubt? Ben Eadie: Oh yes. The engines have the right amount of horse power for cruising at 30,000 ft at 500+ mph. To do that at ground level you need six times more power. Those engines can’t put out six times more power. So it can not. Absolutely not. Jeff Hill: Absolutely 100% can not go over 500 mph at sea level for a Boeing 767? Ben Eadie: That’s right. Under all circumstances I would say an absolute resounding no. Jeff Hill: Can I maybe tell you what I’m getting at here? I hope you don’t take offense to it. The planes on 9/11, the second one, Flight 175 that hit the second tower, they said it was going at roughly 560 mph at sea level.



Ben Eadie: No that’s impossible.



Jeff Hill: Like 100% impossible.



Ben Eadie: Yes. Again you need so much power to push yourself through that air, through that density of air. If you changed out the motors so they had six times the thrust then theoretically you could but then the structure is not strong enough, so no. Under all circumstances I would say an absolute resounding no.”

Jeff Hill spoke to another aeronautical engineer Paul Furnee who also confirmed the impossible speed of alleged United Airlines Flight 175.

In September 2007 researcher Jeff Hill called Boeing spokeswoman Leslie Hazzard to ask whether a 767 can fly 500 mph at 700 ft altitude:

Jeff Hill: “So there’s no way the aircraft could be going 500 mph at [700 ft] altitude then?” Boeing Spokesperson – (Laughs) “Not a chance…” Jeff Hill: “I had talked to a aerospace engineer who had designed the shaker system for Boeing (Joseph Keith) that test for resonant frequencies and he said there is no way the plane could go 500 mph at 700 ft altitude.” Boeing Spokesperson: “Yeah. That would be like a rocket.”

John Lear, one of America’s most distinguished pilots, has written an affidavit about the impossible speed of the plane in the videos and has observed that the absence of strobe lights on the top and bottom of the fuselage indicates we are viewing a fake plane.

Capt. Russ Wittenberg is a former U.S. Air Force fighter pilot with over 100 combat missions. Retired commercial pilot. Flew for Pan Am and United Airlines for 35 years. Aircraft flown: Boeing 707, 720, 727, 737, 747, 757, 767, and 777. 30,000+ total hours flown. Capt. Russ Wittenberg is a unique individual in that he had previously flown the actual two United Airlines aircraft alleged to have been hijacked on 9/11 (Flight 93, which impacted in Pennsylvania, and Flight 175, the second plane to hit the WTC). Captain Wittenberg is a founding member of Pilots for 9/11 Truth, and the Scientific Panel Investigating 9/11.

This is what he has to say:

“I flew the two actual aircraft which were involved in 9/11; the Fight number 175 and Flight 93, the 757 that allegedly went down in Shanksville and Flight 175 is the aircraft that’s alleged to have hit the South Tower. I don’t believe it’s possible for, like I said, for a terrorist, a so-called terrorist to train on a [Cessna] 172, then jump in a cockpit of a 757-767 class cockpit, and vertical navigate the aircraft, lateral navigate the aircraft, and fly the airplane at speeds exceeding it’s design limit speed by well over 100 knots, make high-speed high-banked turns, exceeding — pulling probably 5, 6, 7 G’s. And the aircraft would literally fall out of the sky. I couldn’t do it and I’m absolutely positive they couldn’t do it.” 9/11 Ripple Effect (2007)

“The government story they handed us about 9/11 is total B.S. plain and simple.” … Wittenberg convincingly argued there was absolutely no possibility that Flight 77 could have “descended 7,000 feet in two minutes, all the while performing a steep 280 degree banked turn before crashing into the Pentagon’s first floor wall without touching the lawn.”… “For a guy to just jump into the cockpit and fly like an ace is impossible – there is not one chance in a thousand,” said Wittenberg, recalling that when he made the jump from Boeing 727’s to the highly sophisticated computerized characteristics of the 737’s through 767’s it took him considerable time to feel comfortable flying.” http://www.arcticbeacon.com/17-Jul-2005.html

Regarding Flight 77, which allegedly hit the Pentagon:

“The airplane could not have flown at those speeds which they said it did without going into what they call a high speed stall. The airplane won’t go that fast if you start pulling those high G maneuvers at those bank angles. …To expect this alleged airplane to run these maneuvers with a total amateur at the controls is simply ludicrous…



It’s roughly a 100 ton airplane. And an airplane that weighs 100 tons all assembled is still going to have 100 tons of disassembled trash and parts after it hits a building. There was no wreckage from a 757 at the Pentagon. …The vehicle that hit the Pentagon was not Flight 77. We think, as you may have heard before, it was a cruise missile.” WingTV Radio Interview 9/16/04

“757s don’t go that fast. The airplane will just not do that,” Russ Wittenberg, a retired pilot with United and Pan Am airlines, told AFP. “Its exceeding its air speed and mach speed limitations. The airplane just won’t perform those maneuvers. The mach limit for a 757 is about 360 knots at 23,000 feet,” Wittenberg said. About the sharp descending turn made by the aircraft that hit the Pentagon at ground level, Wittenberg said: “The only air vehicle that could perform that would be a high-performance fighter jet, a remote controlled jet-powered drone, or a cruise missile.” “The fuselage of a 757 did not open that 16-foot hole,” Wittenberg said. “The aluminum of the fuselage would have crumbled like an egg shell on impact. Aluminum doesn’t vaporize.” “There is no armor-piercing titanium on the tip of a 757,” Wittenberg said. “The white flash in the Pentagon video is the explosion of a high-energy explosive.

No Lies Radio: Captain Russ Wittenberg: An Aviation Expert on the Pentagon Attack

https://noliesradio.org/archives/106145

Pilot Who Flew The Airplanes That Crashed on 9/11 Speaks Out!:

Pilot Who Flew The Airplanes That Crashed on 9/11 Speaks Out!

Captain Russ Wittenberg interviewed on BBSRADIO:

Capt. Russ Wittenberg BBSRADIO Interview

John Lear, a retired commercial airline pilot with over 19,000+ total hours flown in over 100 different types of planes for 10 different airlines in 60 different countries around the world, doubted that even a professional pilot could fly into the World Trade Center at 500 miles an hour. He said in an interview with Rob Balsamo, himself a pilot:

“[N]o Arab hijacker, ever in a million years, ever flew into the World Trade Center. And if you got 30 minutes I’ll tell you exactly why he couldn’t do it the first time. Now, I’d have trouble doing it the first time…Maybe if I had a couple tries to line up a few buildings, I could have done it. But certainly not the first time and certainly not at 500 or 600 miles an hour.”

Rob Balsamo then added:

“Yeah, as a matter of fact, one of our members [Pilots for 9/11 Truth], he was a 737 Check Airman. He was in the sim at the time on September 11 and right after it happened they tried to duplicate it in the simulator and they said they couldn’t do it. They were trying to hit the Towers and they couldn’t do it.”

Capt. Russ Wittenberg, a retired commercial pilot who flew for Pan Am and United Airlines for 35 years on most commercial aircraft said:

“I don’t believe it’s possible for (…) a so-called terrorist to train on a [Cessna] 172, then jump in a cockpit of a 757-767 class cockpit, and vertical navigate the aircraft, lateral navigate the aircraft, and fly the airplane at speeds exceeding it’s design limit speed by over 100 knots, make high-speed high-banked turns, exceeding – pulling probably 5, 6, 7 G’s. And the aircraft would literally fall out of the sky. I couldn’t do it and I’m absolutely positive they couldn’t do it.”

Commander Ralph Kolstad, retired commercial airline captain with 27 years experience on most commercial aircraft said:

“At the Pentagon, the pilot of the Boeing 757 did quite a feat of flying. I have 6,000 hours of flight time in Boeing 757’s and 767’s and I could not have flown it the way the flight path was described. I was also a Navy fighter pilot and Air Combat Instructor, U.S. Navy Fighter Weapons School and have experience flying low altitude, high speed aircraft. I could not have done what these beginners [apparently] did. Something stinks to high heaven!”

Gaffney (p. 199-200) reports the remarkable story of a flight instructor named Dan Govatos, who was on 9/11 training a class on a Boeing 737 flight simulator. The next morning Govatos said, “Hey, guys, let’s try something. Let’s see if we can hit those buildings [the WTC]. Like we saw happen.” So they all took turns trying to crash the Boeing 737 into the WTC. They all had many years flight experience, but none of them could do it, not even after ten high-speed runs at the building. They only succeeded to hit the building when slowing down to near-landing speeds. During the radio interview Govatos explained why his pilots had failed to replicate the impacts at the WTC:

“You’ve to understand, when you’re going 300 knots in a Boeing airliner and you move the controls like you would expect to do in a little airplane, you couldn’t stand the “G” forces. Everything has to be fingertip control. Even pilots who have logged thousands of hours of flight time have an extremely difficult time controlling a large airplane at those speeds.”

And retired Naval aviator and commercial airline pilot Ted Muga says:

“When a commercial airplane gets that high, it get very, very close to getting into what you refer to as a speed high-speed stall. And a high-speed stall can be very, very violent on a commercial-type aircraft and you never want to get into that situation. I just can’t imagine an amateur even being able to come close to performing a maneuver of that nature. Commercial airplanes are very, very complex pieces of machines. And they’re designed for two pilots up there, not just two amateur pilots, but two qualified commercial pilots up there. And to think that you’re going to get an amateur up into the cockpit and fly, much less navigate, it to a designated target, the probability is so low, that it’s bordering on impossible.”

Flight School Drop-Out Pulls Off Manuever that would Challenge World’s Top Pilots?

How difficult would it have been to fly a Boeing 757 into the Pentagon in the manner observed on 9/11?

https://www.opednews.com/articles/opedne_george_w_071205_flight_school_drop_o.htm



Twenty-five U.S. Military Officers Challenge Official Account of 9/11

https://www.opednews.com/articles/genera_alan_mil_080112_twenty_five_u_s__mil.htm

The Flutter Test

It is said that Flight 175 descended 20,000+ft at speeds in excess of 500mph then levelled off at about 800-1000ft then struck the South Tower. Here is evidence that shows the amazing descent of Flight 175 was impossible. The Flutter Test is a test that the Airbus company had to run in order for their famous A380 to become flight worthy.

This test involves taking the plane to 38,000ft, pointing the nose at the earth and reaching maximum speeds and beyond to test the vibration stresses of the aircraft. They level the plane off just before 22,000ft or there about.

Because if they continue to descend below that level, the thickness of the air will tear the plane apart or cause the engines to overload.

This test is extremely dangerous and requires safety gear, parachute and water survival suits in case the plane has to be bailed out of.

Airbus A380 Flutter Test

6. EMERGENCY LOCATOR TRANSMITTER (ETL)

The ELT’s are a terrible blow to the official airplane stories:

“ELT signals are broadcast by radio transmitters carried aboard aircraft and are supposed to activate only in the event the aircraft crashes, their function being to facilitate searches for the aircraft wreckage. According to Paul Thumser, an operations supervisor at the FAA’s New York Center, ELTs on Boeing 767 aircraft cannot be activated by a pilot and only activate if there is a serious impact. According to the official account two Boeing 767 aircraft crashed at the North and South Towers, respectively, of the WTC. No ELT was triggered by the impact of the aircraft, although ELT signals were picked up a few minutes before the impact in each instance.” – Elias Davidsson, Hijacking America’s Mind on 9/11 p. 289-90

According to the 9/11 Commission, AAL 11 crashed into the North Tower at 8:46 a.m. [The 9/11 Commission Report: Final Report of the National Commission on Terrorist Attacks Upon the United States. New York: W. W. Norton & Company, 2004, p. 7.] However, two and a half minutes earlier, David Bottiglia, an air traffic controller at the FAA’s New York Center, received an important message from one of the planes in the airspace he was monitoring. At 8:44 a.m. the pilot of U.S. Airways Flight 583 told Bottiglia: “I just picked up an ELT on 121.5. It was brief, but it went off.” (121.5 megahertz is an emergency frequency that ELTs are designed to transmit their distress signals on.) A minute later, about 90 second before AAL 11 crashed into the WTC another plane in the New York Center’s airspace reported the same thing. The pilot of Delta Airlines Flight 2433 told Bottiglia: “We picked up that ELT, too. But it’s very faint.” [Transcript of United Airlines Flight 175]

– https://www.nytimes.com/2001/10/16/national/transcript-of-united-airlines-flight-175.html



According to author Lynn Spencer, “several” facilities picked up the ELT signal around this time. [Lynn Spencer, Touching History: The Untold Story of the Drama That Unfolded in the Skies Over America on 9/11. New York: Free Press, 2008, p. 50.].



Peter McCloskey, a traffic management coordinator at the New York Center, later recalled that the ELT had gone off “in the vicinity of Lower Manhattan.” [Memorandum for the Record: Federal Aviation Administration (FAA) New York Air Route Center Interview with Peter McCloskey.” 9/11 Commission, October 1, 2003].



And, around the time AAL 11 crashed into the WTC, a participant in an FAA teleconference stated, “We got a report of an ELT in the area that (the radar track for Flight 11) was in.” (Before it disappeared from radar screens, the track for AAL 11 had indicated the plane was about 20 miles from New York’s JFK International Airport). [9/11 Air Traffic Control Transcript]

– https://www.scribd.com/document/13484898/9-11-Air-Traffic-Control-Transcript



As UAL 175 “allegedly” hit the South Tower of the World Trade Center at 9:03:11 a.m. an ELT should have been activated, however an ELT was activated in the New York area several minutes before the “alleged” airplane hit the South Tower. UAL 175 “allegedly” transmitted an ELT signal on 121.5 megahertz, which is an emergency frequency that ELTs are designed to transmit their distress signals on, at just before 8:58:28 a.m. , which is over four minutes before the UAL 175 crashed. The pilot of Flight 583, who had reported the ELT signal before the North Tower was struck, told David Bottiglia at the New York Center that he had noticed another ELT going-off. The pilot said, “I hate to keep burdening you with this stuff, but now we’re picking up another ELT on 121.5.”

– https://www.scribd.com/document/17336462/T8-B8-Miles-Kara-Docs-3-Timelines-Fdr-Team-8-Tab-Hunt-for-AA-11-After-WTC-1-Hit-951 (Pg. 7 of 11)



Although an ELT went-off minutes before UAL 175 hit the South Tower, it seems that no ELT went-off at the time of the crash itself at 9:03:11. This “official” evidence confirms an ELT going-off at 8:58:28 a.m. which is four minutes before the “official” crash of UAL 175. Does this “official” evidence suggest UAL 175 did not crash into the South Tower at 9:03:11 a.m.? Clearly the South Tower had not been struck by any plane at this time, so it could not have been UAL 175.



An ELT activated over Ann Arbor, Michigan at 9:53 a.m.



An ELT was broadcast/transmitted over Ann Arbor, MI. at 13:53 p.m. PST, 9:53 a.m. EST. This ELT has not been “officially” related to any of the four alleged airplanes listed as involved on 9/11. However according to this evidence it indicates that an airplane crashed in Ann Arbor at 9:53 a.m. but has never been accounted for as any airplane crash taking place. Note: in the communication between the two controllers it appears there is an audio drop-out, or editing done, just after when the controller say “wait that doesn’t make sense”, and the other controller replies “yes it does, it…(audio drops-out or is edited)”. The controller seems to go on to explain something to the other contoller, however there’s an audio drop-out or edit towards the end? Why was this information removed? What was being concealed about this ELT occurrence?

Audio Recording: An unknown 3rd ELT over Ann Arbor, Michigan at 9:53 a.m.

Were the ETL’s connected to the various terror drills that took place on the morning of 9/11?

Little did we know at the time, 9/11 was not a normal day of blue sky aviation. On the contrary, it was one of the busiest days in the history of American aviation, a dense forest of live fly exercises, drills, simulations, fake radar injects and utter confusion. And that was before the attacks even began. This is the story of 9/11 that you didn’t watch unfold on your TV that fateful day in 2001. This is the story of the 9/11 War Games.

Training Exercises on 9/11

https://web.archive.org/web/20140703183558/http://www.historycommons.org/timeline.jsp?timeline=complete_911_timeline&day_of_9/11=complete_911_timeline_training_exercises

“Let’s Get Rid of This Goddamn Sim”: How NORAD Radar Screens Displayed False Tracks All Through the 9/11 Attacks

http://911blogger.com/news/2010-08-12/lets-get-rid-goddamn-sim-how-norad-radar-screens-displayed-false-tracks-all-through-911-attacks

‘Real-World or Exercise’: Did the U.S. Military Mistake the 9/11 Attacks for a Training Scenario?

http://911blogger.com/news/2012-03-22/real-world-or-exercise-did-us-military-mistake-911-attacks-training-scenario

United Airlines Held an Exercise So Realistic That Its Personnel Had to Be Reassured That the 9/11 Attacks Were ‘Not a Drill’

http://911blogger.com/news/2015-12-28/united-airlines-held-exercise-so-realistic-its-personnel-had-be-reassured-911-attacks-were-not-drill

Military Exercises, Or Wargames, Related To 9/11

http://911blogger.com/node/4483

Training Exercises, NORAD’s Commander on 9/11, United Airlines’ Response to the Attacks

http://911blogger.com/news/2016-03-11/new-911-timeline-entries-training-exercises-norads-commander-911-united-airlines-response-attacks-and-more

Exercises in New York, Fighter Jets’ Response on 9/11, Suspicious Man Arrested, and More

http://911blogger.com/news/2016-11-14/new-911-timeline-entries-training-exercises-new-york-fighter-jets-response-911-suspicious-man-arrested-and-more

Why Did the Secret Service Report That a Plane Had Crashed into the White House on 9/11?

http://911blogger.com/news/2018-10-15/why-did-secret-service-report-plane-had-crashed-white-house-911



The Day Before 9/11: Suspicious Events of Sept. 10, 2001

http://911blogger.com/news/2014-09-08/day-911-suspicious-events-sept-10-2001

7. THE NTSB REQUIRES A COMPREHENSIVE INVESTIGATION OF ALL CRASHES OF SCHEDULED COMMERCIAL FLIGHTS. YET THERE ARE NO OFFICIAL CRASH INVESTIGATION REPORTS ON THE 4 INCIDENTS

The National Transportation Safety Board (NTSB) is the federal agency responsible for investigating every civil aviation crash in the United States. The NTSB website states “The NTSB issues an accident report following the investigation. These reports are available online for reports issued since 1996”. The Federal Aviation Administration (FAA) are also required by the NTSB to assist in the investigation all civil aircraft crashes. However you will not find the four 9/11 planes listed on the NTSB Aviation Accident Reports.

NTSB Aviation Accident Reports: https://www.ntsb.gov/investigations/AccidentReports/Pages/aviation.aspx

THERE SHOULD BE FOUR PLANES FOR 9/11 IN BETWEEN AAB-04-02 – 8/10/2001 AND AAR-04-04 – 11/12/2001 BUT THERE IS NOTHING. There should be 2 million identifiable parts at least from all four planes…NOT ONE PART HAS BEEN IDENTIFIED. No investigations for all of the alleged plane crashes on 9/11…and it’s been 19 years. The average time is about 3 years.

Within a July 18, 2008 Freedom of Information Act response from the National Transportation Safety Board, the NTSB indicates that it possesses no records indicating how wreckage recovered from the 4 aircraft used during the terrorist attacks of September 11, 2001 was positively identified as belonging to the 4 planes reportedly hijacked that day or even if such wreckage was positively identified at all.

Within a similar March 18, 2008 FOIA response from the Federal Bureau of Investigation, the FBI states the following:

“After this extensive research, RIDS has been unable to locate any FBI records responsive to your request. RIDS’ search efforts included verification by the responsible FBIHQ operational division that because the identity of the three hijacked aircraft has never been in question by the FBI, NTSB or FAA (since other evidence collected after 9/11 has all corroborated the fact that American Airlines Flight 11, United Airlines Flight 175, American Airlines Flight 77 and United Airlines Flight 93 were the aircraft that were hijacked), no records would have been generated responsive to your request for documents “revealing the process by which wreckage recovered by defendant, from the aircraft used during the terrorist attacks on September 11, 2001, was positively identified by defendant (with the aid of the National Transportation Safety Board), as belonging to the said aircraft, presumably though the use of unique serial number identifying information contained by the said aircraft wreckage.”

https://www.infowars.com/fbi-elaborates-on-reportedly-absent-911-aircraft-wreckage-recovery-identification-records

Interview With LtCol. Jeff Latas Former USAF Accident Investigation President:

8. THERE ARE NO VERIFIED AIRPLANE PARTS

Apart from one or two props placed there like a bit of tire and a bit of engine…parts that didn’t even match a Boeing 767 there were no plane parts or debris to be seen and no black boxes were ever found at ground zero. In reality, if a plane had hit the tower it would have crushed up like a car hitting a wall and its wings would have broken off and the majority of the plane would have fallen to the street below. The street below would have been littered with plane debris and the charred remains of the passengers yet it wasn’t – because there were no planes.

Colonel George F. Nelson had a 34 year career in the US Air Force, starting as an enlisted man and ending up as a full colonel. During most of this time he was involved in crash investigations. What aroused his suspicion about the official 9/11 story was the fact that all the standard procedures for investigating crashes were not only bypassed, but aggressively flouted by destruction of evidence. As he explained both publicly and privately, in such investigations, it is normal to examine each serial-numbered part. Instead, those parts were reportedly discarded.

The importance of serial-numbered parts, as Colonel Nelson explained it, is to ensure that worn parts are not substituted for other worn parts during scheduled maintenance. The mere presence of a part number is not enough. Critical parts such as landing gear can only be deployed a certain number of times before they become unsafe. Thus, the need for unique serial numbers.

The late George Nelson, Colonel, USAF

“In all my years of direct and indirect participation, I never witnessed nor even heard of an aircraft loss, where the wreckage was accessible, that prevented investigators from finding enough hard evidence to positively identify the make, model, and specific registration number of the aircraft – and in most cases the precise cause of the accident. …



The government alleges that four wide-body airliners crashed on the morning of September 11 2001, resulting in the deaths of more than 3,000 human beings, yet not one piece of hard aircraft evidence has been produced in an attempt to positively identify any of the four aircraft. On the contrary, it seems only that all potential evidence was deliberately kept hidden from public view.



With all the evidence readily available at the Pentagon crash site, any unbiased rational investigator could only conclude that a Boeing 757 did not fly into the Pentagon as alleged. Similarly, with all the evidence available at the Pennsylvania crash site, it was most doubtful that a passenger airliner caused the obvious hole in the ground and certainly not the Boeing 757 as alleged.



As painful and heartbreaking as was the loss of innocent lives and the lingering health problems of thousands more, a most troublesome and nightmarish probability remains that so many Americans appear to be involved in the most heinous conspiracy in our country’s history.” Col. George Nelson, MBA, U.S. Air Force (1937-2017) – U.S. Air Force aircraft accident investigator and airplane parts authority. Graduate, U.S. Air Force War College. 34-year Air Force career.

Time-Change Parts

There would have been an even more definitive way for the government to prove that AA 77 hit the Pentagon, if it really did. Retired Air Force Colonel George Nelson, who had specialized in the investigation of aircraft mishaps, has pointed out that every plane has many “time-change parts,” which must be changed periodically because they are crucial for flight safety. Each time-change part has a distinctive serial number. These parts, moreover, are virtually indestructible, so an ordinary fire resulting from an airplane crash could not possibly “destroy or obliterate all of those critical time-change parts or their serial numbers.” By identifying some of those numbers, investigators can determine the make , model, and registration number of a crashed aircraft. Accordingly, if Flight 77 did indeed hit the Pentagon, the FBI, which took charge of the investigation, could have proven this to the press within hours. 9/11 Ten Years Later: When State Crimes against Democracy Succeed , David Ray Griffin, 2011, p. 189

Part of the NTSB/FAA’s job during investigating airplane crashes is to gather up all the plane parts they can find and take them to a secure location. These parts are then laid out in their relevant places, on a grid lined floor and checked for identifiable numbers.

These are cross referenced by the plane’s history, manufacturer and factory paperwork. This is how planes are identified.

Potentially there can be as many as 500,000 to 1,000,000 recognisable parts per plane. Even if I half the lower number i.e 250,000 and times that by the number of planes (4), that gives me a potential one million parts to find.

Yet for 9/11: the FAA, NTSB, NIST, 9/11 commission, FBI, CIA or US Government failed to even provide one of these numbers. NOT A SINGLE REFERENCE NUMBER.

Now compare that to the Columbia shuttle disaster 2003. This was a space shuttle that broke apart during re-entry through the earth’s atmosphere. The speed of this shuttle was something like 17,500-20,000mph (35-40 times faster than 9/11 planes) and reaching temperatures of 3,000’C.

Recovered debris from the Columbia space shuttle.

The shuttle broke apart and debris came crashing to earth, despite all that pressure, speed, temperature and impact, 84,000 pieces of debris were recovered. Along with pieces of the shuttle and bits of equipment, searchers also found human body parts, including arms, feet, a torso, a skull, and a heart.

Trans World Airlines Flight 800 was a Boeing 747-100 that exploded and crashed into the Atlantic Ocean near East Moriches, New York, on July 17, 1996. Almost 2/3 of the plane was recovered and reconstructed. For three months, workers supervised by the National Transportation Safety Board and the Federal Bureau of Investigation meticulously pieced together some 700 chunks of wreckage from the shattered Boeing 747’s midsection.

Wreckage of the front portion of the TWA flight 800 Boeing 747 aircraft is displayed in its reconstructed state 19 November 1997 in Calverton, Long Island, NY.

Yet on 9/11 not one single piece was identified. No large significant wreckage at all.

WTC

People trying desperately to prove planes always show a picture of a wrecked CFM56 engine on Murray Street, an engine that could never have been fitted to a 767. And photographs of aircraft wheels, where the tires have the wrong number of tread grooves to be from a 767.

Murray Street Engine – Scene from 9/11: IDENTIFY

The Legend of 9/11 — 10 Years On

THE PENTAGON

American Airlines Flight 77 was reported to be a Boeing 757, registration number N644AA, carrying 64 people, including the flight crew and five hijackers. This aircraft, with a 125-foot wingspan, was reported to have crashed into the Pentagon, leaving an entry hole no more than 65 feet wide.

Simulator Recreation Demonstrates Pentagon Attack Impossibility

Pilots For 9/11 Truth Co-Founder Rob Balsamo along with Core Members Captain Rusty Aimer and Dwain Deets were invited by Gov. Jesse Ventura to discuss and attempt to recreate the attack on the Pentagon for the lastest investigation into the events of September 11, 2001. Unlike outdated simulator recreations offered by others, this attempt is based on the actual data being provided through the Freedom Of Information Act.

The damage was so low in the building that, for Flight 77 to have caused it, it would need to have flown perfectly horizontally, barely inches above the lawn in front of the Pentagon. Yet photos clearly show this lawn was left perfectly intact, with no scorch marks or signs of gouging from a Boeing. Nor do any photographs show large pieces of debris recognizable as belonging to Flight 77.45 Apparently 60 tons of aluminum simply disappeared.

CNN No Plane at Pentagon Original Footage:

Live CNN Report of Jamie McIntyre at the Pentagon

Pentagon Eyewitness – Jamie McIntyre

CNN reporter Jamie McIntyre: “There’s no evidence of a plane having crashed anywhere near the Pentagon. There are no large tail sections, wing sections, a fuselage, nothing like that anywhere around which would indicate that the entire plane crashed into the side of the Pentagon.” Pentagon Eyewitness – CNN’S Jamie McIntyre

Following cool-down of the resulting fire, this crash site would have been very easy to collect enough time-change equipment within 15 minutes to positively identify the aircraft registry. There was apparently some aerospace type of equipment found at the site but no attempt was made to produce serial numbers or to identify the specific parts found. Some of the equipment removed from the building was actually hidden from public view.

Scene from 9/11: IDENTIFY – Pentagon

Whatever happened, it was NOT United Airlines 77. The plane did not fly that day.

Numerous cameras surrounded the Pentagon that day, but none of them have apparently captured an airplane hitting it.

The 9/11 Tale of the Pentagon’s Disabled Security Cameras

Petrus Feddema points out in his book, Disclosed 9/11 Details Obvious Clues, that thousands of what appeared to be silver plane pieces were found later that day on a lawn at the Pentagon. Just two weeks prior to 9/11, the plane now known as American Airlines 77 was positively photographed as blue! There was no chance for a paint job in those two weeks!



What about the passengers’ personal effects found at the crash sites?

The plotters were a group willing and able to create an illusion to direct public outrage against innocent people. To make an illusion work, plotters must convince the audience (the public) that the illusion is real. They cast a shadow over the truth while they construct their lies. To create the illusion of crashed commercial planes, the plotters, among other things, planted personal effects at the crash sites. They got the effects in the same place one usually gets another’s personal effects – from the people who owned the effects. This could have happened by theft, coercion, counterfeit or agreement.

The familiar CCTV scam seen in most of these events: FBI has admitted it has 83 different videos of the crash. But all that has been released are five frames that clearly show no plane hitting the Pentagon. They are laughing in your face.

Pentagon 9/11 “Plane Crash” Video

Further on the trivium question of when, the video shows the date Sept. 12, 2001, not Sept. 11. The time is also wrong: 17:37 instead of 09:37. To cover for this glitch in their matrix, the operatives explain in the interview above that this was when “they made the video.” What possible rationale is used to time stamp evidence with the date it was “made.” This is ludicrous on its face.

April Gallop was in the Pentagon on 9/11 working in her office as “the object” hit. Here is her eyewitness account of what she experienced. She saw no evidence of a large airliner.

Later, Gallop gives clues about how the Crime Syndicate controls the process. She said that while she was in the hospital, men in suits visited her more than once.

“They never identified themselves or even said which agency they worked for. But I know they were not newsmen because I learned that the Pentagon told news reporters not to cover survivors’ stories or they would not get any more stories out of there. The men who visited all said they couldn’t tell me what to say, they only wanted to make suggestions. But then they told me what to do, which was to take the (Victim Compensation Fund) money and shut up. They also kept insisting that a plane hit the building. They repeated this over and over. But I was there and I never saw a plane or even debris from a plane. I figure the plane story is there to brainwash people.” – Jim Marrs interview with April Gallop, April 18, 2004. Quoted in Inside Job: Unmasking the 9/11 Conspiracies, Jim Marrs, San Rafael: Origin Press, 2004, p. 26

So there you have it. From someone who was there. But, believe what you want.

The next Pentagon eyewitness is one Lloyde England, the taxi driver whose vehicle was hit by a clipped lamp pole. The money shot on this one is at minute 4:00, when England admits on camera that his compartmentalized role was a fraudulent lie. This man’s wife is in the FBI.

Pentagon Attack Cab Driver Lloyde England’s Virtual Confession

SHANKSVILLE

Col. George Nelson, USAF commented that had United 93 crashed in Shanksville, “there would have [been] literally hundreds of serially-controlled time-change parts within the hole that would have proved beyond any shadow of doubt the precise tail-number or identity of the aircraft.”

“This crash was different. There was no wreckage, no

bodies, and no noise.”



– Somerset County Coroner Wallace Miller

“I was looking for anything that said tail, wing, plane, metal. There was nothing.”



– Photographer Scott Spangler

“I was amazed because it did not, in any way, shape, or form, look like a plane crash.”



– Patrick Madigan, commander of the Somerset

barracks of the Pennsylvania State Police

WITNESSES SAW ‘NOTHING BUT TINY PIECES OF DEBRIS’ AT THE CRASH SCENE



Flight 93 weighed 127 tons when it crashed, according to New York Timesreporter and author Jere Longman. And yet numerous individuals, including some of the first people to arrive on the scene, have described the lack of anything resembling plane wreckage at the alleged crash site.

Assistant Fire Chief Rick King, who drove the first fire truck to reach the site, recalled thinking when he arrived: “Where is this plane? And where are the people?” King saw “thousands of tiny pieces scattered around–bits of metal, insulation, wiring–but no fuselage, no wings, only a smoking crater and charred earth.” He sent his men into the woods to search for the fuselage, but they kept coming back and telling him, “Rick, there’s nothing.”

Homer Barron, who also arrived shortly after the crash, has recalled, “It didn’t look like a plane crash, because there was nothing that looked like a plane.” He added: “I [have] never seen anything like it. Just like a big pile of charcoal.”

Jon Meyer, the first reporter on the scene, said he was “able to get right up to the edge of the crater” where Flight 93 supposedly hit the ground. However, he described: “All I saw was a crater filled with small, charred plane parts. Nothing that would even tell you that it was the plane. … There were no suitcases, no recognizable plane parts, no body parts.” Local coroner Wallace Miller, who was also one of the first people to arrive, said the crater looked “like someone took a scrap truck, dug a 10-foot ditch, and dumped all this trash into it.”

Frank Monaco of the Pennsylvania State Police said the site looked “like a trash heap.” There was “nothing but tiny pieces of debris,” he said. “It’s just littered with small pieces.” According to Monaco, “It didn’t look like a plane crash.” Scott Spangler, one of the first photographers on the scene, said, “I was looking for anything that said tail, wing, plane, metal.” But, he recalled, “There was nothing, just this pit.” “I didn’t think I was in the right place,” he commented.

And FBI agent Wells Morrison, the crash site commander on September 11, said his first thought upon reaching the scene was, “Where is the plane?” He recalled, “Most of what I saw was this honeycomb looking stuff, which I believe is insulation or something like that.” He added, “I was not seeing anything that was distinguishable either as human remains or aircraft debris.”

SCENE WAS UNLIKE A CRASH SITE



A number of witnesses stated specifically that they thought the scene appeared unlike the site of a plane crash. Lyle Szupinka, an area commander of the Pennsylvania State Police, said that when he arrived, “There was pieces of debris, small pieces of debris laying everywhere, and there were a lot of papers blowing around, and the ground was on fire.” The debris, he said, was “very, very small.” But, he added, “There was actually nothing to tell you that that was an aircraft.” Szupinka commented, “Had you not known that that was an aircraft crash, you would’ve looked at that and you would’ve said something happened here, but I don’t know what.”

Local resident John Maslak was one of the first people to arrive at the site, and saw the crater where Flight 93 supposedly went into the ground. A state trooper told him a plane had crashed there. But, Maslak has commented: “There was no way. The hole wasn’t big enough and there was nothing there.”

Patrick Madigan, a commander with the Pennsylvania State Police, described: “When I looked at the pit, I didn’t realize that was where the plane had crashed. I thought, at first, that it was a burn pit for the coal company.” A fireman said this was where the plane went into the ground. “I was amazed,” Madigan recalled, “because it did not, in any way, shape, or form, look like a plane crash. I thought I would see recognizable plane parts. But at the pit, there was nothing that looked like a plane.” Craig Bowman, a colleague of Madigan’s, recalled: “Until that point, I had never been to a large plane crash. I was thinking that I should be seeing parts of the plane, seats, etc.” However, he said, “There was nothing that was recognizable to me as a plane.”

William Baker, of the Somerset County Emergency Management Agency, recalled: “When they said it was a 757, I looked out across the debris field. I said, ‘There is no way there is a 757 scattered here.’” Baker said, “The biggest piece of debris I saw would have probably fit in my pocket.” And Paul Bomboy, a paramedic who responded to the initial call for help, commented: “It was a very strange thing that there weren’t normal things going on that you would have expected. When a plane crashes, there is a plane and there are patients.”

Michael Soohy, a veteran FBI agent, had been to the sites of plane crashes before and expected to see “chaos, bodies, [and] a hulking wreck of a jet.” But, he commented, “I don’t think anyone expected to see what they didn’t see.”



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

911: The Shanksville Hole

Hoodwinked at Shanksville: The Boeing 757 Challenge!

Flight 93 Missing From The Crater In Shanksville Pennsylvania

Flight 93 Witness States There Were No Bodies

‘Flight 93’ – No Jet Fuel Found at Shanksville Crash Site

Watch here: https://www.bitchute.com/video/KKKjKsRg3VT2

Val McClatchey Photo: More Smoking Guns, or Total Fraud?

Valencia (Val) McClatchey, a real estate agent who lives about 1.6 miles east from the Shanksville crash scene, is the person who took the famous photo of the mushroom cloud rising above a red barn that was supposedly from Flight 93 crashing down in Shanksville. Her photo, which she has called “End of Serenity,” has been cheered by a lot of 9/11 researchers, including myself, who have argued that her photo proves that the crash of Flight 93 is fake because the smoke plume in her photo looks more like the plume coming from an ordnance blast because of its grey color rather than from a plane crash since smoke from jet fuel fires are almost black in color.

Left is Val’s photo. Middle is ordnance blast

Shanksville resident says Val McClatchey’s photo is fake!

Jeffrey Hill (a.k.a. “Shure”) from Pumpitout.com in Canada calls Shanksville resident Kelly Leverknight, who was one of the witnesses who reportedly saw Flight 93 in the air before it allegedly crashed, and speaks to a lady claiming to be Kelly’s daughter*. Jeff asks this lady on the phone about Val’s Flight 93 plume photo.

Jeff: Val McClatchey… she has a famous photo.

Ms. Leverknight: It was a fake photo, because it didn’t have a mushroom cloud.

Jeff: It what?

Ms. Leverknight: There was no mushroom cloud.

Jeff: So it was a fake photo?

Ms. Leverknight: Yeah.

Jeff: Her photo’s faked?

Ms. Leverknight: Yeah.

Jeff: For what? For money?

Ms. Leverknight: Yeah.

Jeff: Why, do you know that for sure?

Ms. Leverknight: Yeah!

The words “plane, jet, airplane, aircraft” were found in 426 accounts, 1770 times. The final account Sample Size was used for the “Witnesses to a plane” study was 291. A few of those who simply described seeing the impacts on TV were left out, but some were included – the main focus of the study was on those who were close to where the 2nd impact happened.

16 witnesses reported seeing the 1st plane before impact and 16 witnesses reported hearing the 1st plane before impact but only 1 witness reported clearly seeing and hearing plane 1 before impact.

I managed to establish that at least 96 witnesses were near the WTC (with ½ a mile) at the time of the 2nd impact and a further 21 witnesses were inside one of the WTC buildings at the time of the 2nd impact. This gave a total of 117 witnesses who were near or inside the WTC buildings at the time of the 2nd impact.

Only 19 of the witnesses near the WTC reported actually seeing plane 2 before impact and, as a percentage of total number near the WTC, this was 20%.

Only 20 of the witnesses near the WTC reported actually hearing plane 2 before impact and as a percentage of total number near the WTC, this was 21%.

Only 8 of the witnesses near the WTC reported actually seeing and hearing plane 2 before impact and as a percentage of total number near the WTC, this was 8.3%.

Of those witnesses inside one of the WTC buildings at the time of the 2 nd impact, only 2 reported hearing the plane (none saw it). As a percentage of the total of those inside WTC, this was 9.5%.

impact, only 2 reported hearing the plane (none saw it). As a percentage of the total of those inside WTC, this was 9.5%. There were 117 witnesses inside or near the WTC and 291 witnesses in the total sample I used. The percentages given below, then, are therefore based on the number 291 – 117 giving a total of 174.

There were 33 witnesses who were further than ½ mile from the WTC Complex and reported seeing plane 2 before impact. As a percentage of the total of those who were further than ½ mile from WTC Complex, this was 19%.

There were 2 witnesses who were further than ½ mile from the WTC Complex and reported hearing plane 2 before impact. As a percentage of the total of those who were further than ½ mile from WTC Complex, this was 1.1%

CONTINUE READING: www.checktheevidence.co.uk/cms/index.php?option=com_content&task=view&id=134&Itemid=60

It is a myth that thousands of people actually saw a plane. Surrounded by tall buildings few people in New York’s business district actually had a decent view of the WTC towers. Few people reported actually hearing and seeing planes. Most testimonies of those who did are inconsistent with that of a wide-body commercial airliner hitting a building at 800 feet altitude, full throttle. Meanwhile, it was a simple matter for the TV networks to keep the eyewitnesses who didn’t see a plane off the air. A very small percentage of the approximately 500 First Responders at the WTC reported seeing commercial airliners. An even smaller number reported hearing them. A jet plane takeoff at 300 feet altitude is 10 times louder than a rock concert. There are witnesses who saw the South Tower explode but did not see a plane strike the tower.

“The closer you were, the less you knew.”

– Police Chief Joe Esposito, NYPD “It was almost like the closer you were, the less you knew…As we look back, we were the least informed.”

– Battalion Chief Joseph Pfeifer, FDNY “Inside the lobby, I think we knew less of what was going on than people outside or in the street, or the people watching on television.”

– Thomas von Essen, former FDNY fire commissioner

ABC reporter Don Dahler, who was live on the ground did not see a plane hit the South Tower, he saw only the explosion.

“I did not see a plane go in, that just exploded”. Watch the clip here: https://twitter.com/DeepStateExpose/status/1072511616791601158

“I never actually saw the plane, but l heard it. You could hear it coming in and then we heard the explosion and you could hear the roar of the plane coming in. At first I didn’t realize it was a plane. I thought it was like the roar of fire, like something had just incinerated, like a gas tank or an oil tank. It sounded like a tremendous roar and then you heard boom and then there was a big fire, a lot of fire, a big fireball. I never actually saw a plane hit the building. I never saw that. I saw it on television, but I never saw it while I was standing there.“ – Stephen M. Gregory, retired New York Fire Department Assistant Fire Commissioner for Communications, World Trade Center Task Force Interview

“It was about 8:41 that we heard a plane hovering over the fire house. It sounded like the plane was right on top of us.” (400MPH airplanes do not hover) “So about two or three minutes after hearing it, you heard something like revving. We took a look, and, boom, the north tower is hit.”

(Is two or three minutes realistic? Being that 400 MPH is well over 5 mile a minute, did Murad also hear planes take off and land at LaGuardia Airport, approximately 10 miles away?) “Maybe about 10 to 12-minutes after that first plane, I heard another plane. Then I said to myself, we’re being attacked. I ran downstairs. No sooner did I run downstairs and look up, that I saw the second plane strike the south tower. It was such a vicious hit and such a precision hit, it was unbelievable.”

(How come he didn’t report the deafening sound of a 500+ MPH commercial jet right above hit head?) – Murad, Murray, Lieutenant, Investigator with Bureau of Investigations and Trials, World Trade Center Task Force Interview.

Comments by Andrew Johnson, Debunking the 9/11 *Anti-No-Plane-Theory* Myths, March 6, 2008

An eyewitness saw the second explosion, but no plane

On 9/11 at 10:05am Fox News showed an eyewitness giving his very brief account that “it was not a second plane it was a bomb, no second plane” to Rick Leventhal.

No-Plane, It Was A Bomb” – Fox News Eyewitness Account – “QUESTIONS”

By Mark Conlon

LACK OF NOISE – THE CONSPICUOUS ABSENCE OF THE DEAFENING NOISE OF A LARGE LOW FLYING JETLINER

While some witness describe hearing a plane, others a missile, some heard nothing at all. Keep in mind that a mystery white plane was seen in the sky, flying parallel to “Flight 175” but at a higher altitude which may account for the plane noise that some people heard.

A mystery plane flew past the WTC Towers during the “Flight 175” South Tower Impact on 9/11

Carmen Taylor, an Arkansas tourist, was standing in line to board the State Island Ferry when the first “plane” hit. Regarding Flight 11, in a recorded phone conservation (14/10/2007) with researcher Jeff Hill, she states that no one in her group including herself heard Flight 11’s approach. At 9:03 a.m.,Taylor trained her digital camera on “Flight 175” – what she believed to be a military aircraft. She photographed the “plane” as it melted into the face of the tower. In a recorded phone conservation (30/10/2007) with researcher Jeff Hill, she described the “plane” as quiet, that there was no engine roaring.

Susan Romo was in Battery Park City when she witnessed the second “plane” from the roof of her apartment. In a recorded phone conversation with researcher Jeff Hill, she states that despite watching the plane go over her head and disappear into the South Tower she did not recall hearing it. She did not remember hearing the deafening noise of a low flying 767.

Jennifer Oberstein was walking to work in Battery Park and heard the explosion and looked up to see a big ball of fire. She did not hear he deafening noise of an incoming, low flying jetliner.

Radio presenter: “Do you have any idea what kind of plane it was?”



Jennifer Oberstein: “I’m sorry?”



Radio presenter: “Do you have any idea what hit the World Trade Centre?” Jennifer Oberstein: “What it was?”



Radio presenter: “Yeah, what kind of plane? We’re getting reports that an airplane hit the building.” Jenni