Monday, March 27, 2006
Former Bush 43 political appointee Dr. Morgan Reynolds, takes apart the conventional wisdom and official story of the "plane crashes" of 9/11 -- not only at the Pentagon, but at the World Trade Center and Pennsylvania.
Excerpts from Reynolds' latest at his NoMoreGames.net March 2006: "[...]Why investigate the crashes? Some writers object that pursuing questions surrounding the planes is a sideshow and can only distract from an uncompromising focus on the WTC demolitions. Yet the contention that young Arabs hijacked specific flights and crashed them is a vital component of the official fiction. New, rational understanding about the plane stories would have great value, and that probably explains the intense resistance to such scrutiny. Questions and answers about each plane crash matter for at least three reasons:
• If the perpetrators get away with the plane hoaxes, it encourages more audacious, blood-soaked scams
• The key to acquiescence in the government’s war on terror and global domination project is public belief in Arab hi-jacked airliners and crashes
• Exposure of airplane lies expands the proof that government committed the 9/11 atrocities
... Seeing is not believing in a world of special effects. Something fantastic shown on TV is not the end of a criminal investigation but the beginning. Any important proposition delivered by the media must be established by evidence independent of their sleight-of-hand. They have been repeatedly exposed as liars, usually on behalf of the social apparatus of compulsion they must appease daily to continue their high-revenue businesses over the public airwaves. The media are not so much “embedded” with the U.S. government and military as “in bed” with them. Even if you reject this “echo chamber” view, there is no doubt that the technology exists to insert prepared images into pixels in real time and make the images prepared in advance look (mostly) real. The first-down stripe inserted in NFL telecasts is an example. ...
It is not my burden to prove what really happened. That burden lies entirely with apologists for the official plane story...
Ordinarily it is child’s play to confirm the exact identity of a commercial plane in a crash investigation but, no, not on 9/11. Almost nothing was normal that morning. Upon careful inspection, proof of the advertised crashes is extremely hard to locate, especially since no air accident investigations were conducted. After all, the administration “knew” who to go after immediately, so why bother? The most obvious defect of the official story is an absence or near-absence of conventional airplane wreckage at each crash site.
Phantom Flights?
... many facts about the alleged flights subvert the official account. The Colgan Air flight 5930 Portland-Logan is riddled with questions and AA Flights 11 and 77 were not scheduled that day. Official BTS data are meticulously kept because of liability issues. The two American Airlines Boeing 767s in question—tail numbers N334AA and N644AA—were deregistered January 14, 2002, but without evidence they were involved in the alleged flights. [...]
A Boeing 757 Vanishes into the Pentagon
Of the four 9/11 crashes, extensive research and facts most clearly refute the government’s “a-757-went-into-the-Pentagon” whopper. ... It has been thoroughly debunked by analysts far and wide, including Thierry Meyssan, David Ray Griffin (chapter two in The New Pearl Harbor), Eric Hufschmid, A.K. Dewdney...
[...]
 A Boeing 757 Vanishes into Pennsylvania Turf
[...]
• Flight 93 was a scheduled flight beginning September 5, but the Arab hijackers allegedly bought tickets online August 24-29, though not on any passenger manifests, before the flight existed. One researcher contends that FL 93’s maiden flight was on 9/11. Maybe the evidence exists but I haven’t seen a gate number at Newark nor heard credible eyewitnesses testify regarding boarding and wheels-up.
• The FAA registered Boeing 757 tail number N591UA as valid—the alleged Flight 93 aircraft—until September 2005. There are many fishy things about this tail number. United Airlines reportedly identified its Flight 93 as landing at Cleveland Hopkins International Airport on 9/11 and it was initially reported as a Boeing 767.
• An “aerial view of the impact crater of Flight 93 [that] suggests that the plane plunged into the soft ground on a nearly vertical trajectory,” yet a debris field was reported as far away as eight miles. Since it was a virtually windless morning, the physics make no sense: a hole with vertical wing marks (but no wings!) a fraction of the 125 feet wingspan of an intact 757 suggests a nearly vertical trajectory into soft ground but debris over a wide area suggests an explosion within the plane or “holed” by an air-to-air missile, as Defense Secretary Rumsfeld believes. A shoot-down might explain an 8-mile debris field but that would make the “airplane-outline” hole “for the folks to see” impossible because the plane presumably would have broken up in mid-air. [...]
• “There was no plane,” according to Ernie Stull, mayor of Shanksville. “Everyone was puzzled, because the call had been a plane had crashed. But there was no plane.” Reporter: “They had been sent here because of a crash, but there was no plane?” Reply: “No. Nothing. Only this hole.”
[...]
Fools like us are supposed to believe that two Boeings hit the steel WTC towers and were strong enough to cut out cartoon plane shapes but not in soft ground in Pennsylvania. Big Boeing Flight 93 supposedly fell into a little bitty hole 20’x10’x5’ insufficient to hold half the 626,000 parts of a 757. “United Airlines Flight 93 is the plane that crashed in Pennsylvania on September 11th, 2001,” Hoffman boldly asserts but he and the government have no proof.
Two Boeing 767s Vanish into Twin Towers
Most 9/11 researchers reject the government’s Big Boeing Theory for the Pentagon and Pennsylvania events for lack of supporting evidence and presence of contrary evidence. Skepticism about BBT at WTC is less common but if we look at the gashes in the towers, a telling question arises: How could two large wide-bodied aluminum jetliners penetrate massive steel towers and disappear with no deceleration visible, no plane wreckage visible in gashes and none knocked to the ground below the impact zone? [...]
In a violent encounter between an aluminum plane weighing nearly 140 tons and a steel tower weighing 500,000 tons, the plane, of course, would be crushed. Aluminum has lower yield and failure strengths than steel and a Boeing 767 mass was a minuscule—to use Hoffman’s term—three hundredths of one percent of each tower’s mass. “The impact did nothing,” as UC Berkeley structural engineer A. Astaneh-Asl said, “the airplane did not do much damage.” Like a pin into skin or a person falling through the ice on a lake, a 140-ton airplane flying at over 400 mph could inflict local damage without damaging the structure globally. In particular, the engines themselves thrusting along full throttle at approximately 450-550 mph obviously could penetrate a steel tower, even fly through it. But whatever blew each gash in the towers, only 13% or less of the upper perimeter columns on a few floors were broken and the upper structure of the towers remained intact.
[...]
[...]
All steel beam and belt sections that were hit and did not fragment must have rejected plane pieces and bounced them outside each tower, period.
[...] WTC crash videos show the south tower silently “absorbing” a plane and completely enshrouding it. Oddly enough, no deceleration occurs in these videos. Those clever Arab pilots parked each aircraft as if flying into an upper level airplane hangar without “braking.” A noiseless collision without deceleration is physically impossible and the chances of two 767s vanishing completely inside two towers are slim and none.
[...]
Another physical problem for the official WTC theory is that the maximum spread across the north tower hole is 126 feet and the south tower spread is only 103 feet, openings insufficient to accommodate a 767 wingspan of 156 feet. And wings with momentum do not “fold back onto themselves” in order to slip through an undersized hole along with the fuselage. Momentum breaks wings off in a forward motion and they torque inward (pdf) during deceleration but there is no evidence that this happened.
[...]
There is no convincing physics for how two wide-body aluminum jetliners flying at high speed could penetrate steel walls, floors and core via undersized gashes, exhibit no deceleration in videos, decelerate to zero within a quarter second, and conceal themselves entirely within each tower. [...]
[...]
On WTC videos, my bottom line is that until I learn more I don’t trust them. Knowing that 9/11 is a state-sponsored scam, the highest level of skepticism in evaluating videos is in order. We can be easily fooled by special effects. The videos show no deceleration, have well-timed zoom-outs by amateurs, grainy planes with artificial-appearing lighting, a United airliner that looks pitch black in profile and on its underside on a brilliant sunny morning, frame to frame deformation in tails-wings-engines-body, disappearing wings and stabilizers in single frames (which may be only interlacing effects), discolored sky in some frames, soundless impacts, planes morphing into liquid-like buildings without metal-to-metal smashing, premature and off-center flashes or explosions, and explosions and squibs near and far from the impact (I believe the last!). Notice how the smoke from the North Tower in this CNN video of the South Tower impact is static, implying that the footage is faked either by blue screen or computer graphic manipulation.
[...]
The WTC demolitions are proven and the official 9/11 airliner tales are proven hogwash.[...]
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