Military, Government, Architects, Engineers, Scientists, DON'T believe 9/11 story

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Eric Douglas – Registered Architect in New York and California.

"The NIST investigation of the WTC building failures was extensive, but NIST did not substantiate its conclusions experimentally. On the contrary, many of NIST’s tests contradicted its conclusions. Furthermore, there are several examples in which NIST chose to manipulate input data, and then certify its findings based upon the inevitable conclusions that derive from the manipulated input. One finds little acknowledgement on the part of NIST that uncertainties in its simulations translate into uncertainties in its findings.

NIST’s physical tests were inadequate. Their ASTM E119 tests and their workstation burn tests were improperly modeled. Further, the former produced results that contradicted NIST’s conclusions and the latter fell far short of testing the performance of realistic steel members in the actual fire conditions. The workstation burn tests showed that the temperatures were generally too low, especially in the ventilation-controlled WTC environments. The ASTM E119 tests showed that the WTC floor trusses should have easily withstood the fires they experienced on 9/11.

There were also flaws in NIST’s computer simulations, including its impact simulation, its fire loading simulation, its temperature mapping simulation, its thermal/structural component simulations, and its global simulation. The LS-DYNA simulation showed that the aircraft would have done much less damage than NIST assumes, and NIST’s subsequent "scenario pruning" was confused and unsubstantiated. The decision to exclude the hat truss from the structural/thermal response simulations was a significant omission. The sequence of failed truss seats leading to pull-in forces on the exterior columns is central to NIST’s theory but not explained or supported by simulation.

This paper will conclude that the findings of the NIST investigation, although not necessarily incorrect, are not inherently linked to the reality of the failure mechanisms that took place in WTC buildings 1 and 2. The author calls on NIST to explain the discrepancies in its reports, admit the level of uncertainty in its findings, broaden the scope of its investigation, and make its raw data available to other researchers."

 

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Lt. Col. Guy S. Razer, MS Aeronautical Science, U.S. Air Force (ret) – Retired U.S. Air Force command fighter pilot. Former instructor; U.S. Air Force Fighter Weapons School and NATO’s Tactical Leadership Program. As an Air Force weapons effects expert was responsible for wartime tasking of most appropriate aircraft/munition for target destruction to include steel and concrete superstructures. Former aeronautical structures flight test engineer with McDonnell Douglas, working on advanced DC-9 autopilot systems and DC-10 flight envelope expansion stress and flutter analysis. Tactical aircraft flown: General Dynamics F-111 Aardvark fighter/bomber, McDonnell Douglas F-15E Strike Eagle, General Dynamics / Lockheed Martin F-16 Fighting Falcon, McDonnell Douglas F-18 Hornet, Boeing B-1 Bomber, MiG-29 (Russian fighter), and Su-22 (Russian fighter/bomber). 3,000+ fighter hours. Combat time over Iraq. 20-year Air Force career.
Statement to this website 3/25/07: "After 4+ years of research since retirement in 2002, I am 100% convinced that the attacks of September 11, 2001 were planned, organized, and committed by treasonous perpetrators that have infiltrated the highest levels of our government. It is now time to take our country back.

The "collapse" of WTC Building 7 shows beyond any doubt that the demolitions were pre-planned. There is simply no way to demolish a 47-story building (on fire) over a coffee break. It is also impossible to report the building’s collapse before it happened, as BBC News did, unless it was pre-planned. Further damning evidence is Larry Silverstein's video taped confession in which he states "they made that decision to pull [WTC 7] and we watched the building collapse." [Editor's note: WTC Building 7 was 610 feet tall, 47 stories. It would have been the tallest building in 33 states. Although it was not hit by an airplane, it completely collapsed into a pile of rubble in less than 7 seconds at 5:20 p.m. on 9/11, seven hours after the collapses of the Twin Towers. However, no mention of its collapse appears in the 9/11 Commission's "full and complete account of the circumstances surrounding the September 11, 2001 terrorist attacks." Watch the collapse video here. And six years after 9/11, the Federal government has yet to publish its promised final report that explains the cause of its collapse.]

We cannot let the pursuit of justice fail. Those of us in the military took an oath to "support and defend the Constitution of the United States against all enemies, foreign and domestic". Just because we have retired does not make that oath invalid, so it is not just our responsibility, it is our duty to expose the real perpetrators of 9/11 and bring them to justice, no matter how hard it is, how long it takes, or how much we have to suffer to do it.

We owe it to those who have gone before us who executed that same oath, and who are doing the same thing in Iraq and Afghanistan right now. Those of us who joined the military and faithfully executed orders that were given us had to trust our leaders. The violation and abuse of that trust is not only heinous, but ultimately the most accurate definition of treason!"

 

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Mario Fontana, Dr Sc CE – Professor of Structural Analysis and Construction, Institute of Structural Engineering, Swiss Federal Institute of Technology. Former Director of the Steel Construction Division, Geilinger AG. Author of more than 40 papers on structural engineering.


"We simply don't know what exactly happened in WTC 7," said Mario Fontana, sitting Professor of Structural Analysis and Construction at ETH-Zurich. At conferences of structural analysis experts one has discovered only very little on the collapse of WTC 7. It is at least thinkable that a long, on-going fire could have caused the collapse of the building, according to Fontana."

 

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Lt. Col. Jeff Latas, U.S. Air Force (ret) – Former combat fighter pilot. Aerospace engineer. Currently Captain at a major airline. Combat experience includes Desert Storm and four tours of duty in Northern and Southern Watch. Aircraft flown: McDonnell Douglas F-15E Strike Eagle and General Dynamics F-111 Aardvark fighter/bomber. Former President, U.S. Air Force Accident Investigation Board. Also served as Pentagon Weapons Requirement Officer and as a member of the Pentagon's Quadrennial Defense Review. Awarded Distinguish Flying Cross for Heroism, four Air Medals, four Meritorious Service Medals, and nine Aerial Achievement Medals. 20-year Air Force career.
Audio interview with Rob Balsamo 6/25/07: Regarding the 9/11 Commission's account of the impact of Flight 77 at the Pentagon and discrepancies with the actual Flight Data Recorder information:

"After I did my own analysis of it, it's obvious that there's discrepancies between the two stories; between the 9/11 Commission and the flight data recorder information. And I think that's where we really need to focus a lot of our attention to get the help that we need in order to put pressure on government agencies to actually do a real investigation of 9/11. And not just from a security standpoint, but from even an aviation standpoint, like any accident investigation would actually help the aviators out by finding reasons for things happening. ...

The things that really got my attention were the amount of descent rate that you had to have at the end of the flight, of Flight 77, that would have made it practically impossible to hit the light poles. [Editor's note: Destruction of the light poles near the Pentagon by Flight 77 was stated in the 9/11 Commission Report.] Essentially it would have been too high at that point to the point of impact where the main body of the airplane was hitting between the first and second floor of the Pentagon. ...

You know, I'd ride my bike to the Pentagon. So, you know I'm a little bit familiar with that area. [Editor's note: Lt. Col. Latas served as a Weapons Requirement Officer at the Pentagon.] But, you know, that kind of descent rate it would have been impossible essentially for the results that we see physically from what the flight data recorder was recording. Like I say, that's an area that I think deserves explanation. ...

The ground track [the path of the airplane] is off from the 9/11 Commission. There are several things that can be brought up but it's been a while since I've seen the film and looked at the flight data recorder. And I can't think of all the discrepancies I saw, but there are several there. [The film he refers to is Pandora's Black Box, Chapter 2, Flight of American 77.] ...

And I think that we Americans need to demand further investigation just to clarify the discrepancies that you've [Pilots for 9/11 Truth] found. And I think that we need to be getting on the phone with our Congressmen and women and letting them know that we don't accept the excuses that we're hearing now, that we want true investigators to do a true investigation."

 

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Thomas Spellman, B.Arch – Member, City Council, Lake Geneva, WI.


"There is a lie that rots the very essence of our Government and that is the lie of 9-11-01. I close my eyes and see the lies in the 9-11 Commission Report and I see the lies in the official story but it is as if you and the rest of the media are bound by some invisible force to silence. Knowing what I know and seeing the lies does make for an interesting perspective but it is also very depressing. It is like watching two trains speeding towards each other and being helpless in stopping them. Only when the lie of 9-11 is exposed to the light of day, will we begin the slow process of being at least what we were. It may give us the opportunity to change as well but the lie must be exposed.

A simple matter. Your newspaper reported shortly after the 9-11-01 that Mr. Cheney was taken by the Secret Service to the basement of the White House shortly after 9:00 am. This was confirmed by a photographer who was there. Mr. Mineta said that Mr. Cheney was in the basement when he got there at 9:20 am. Mr. Clark in his book supports this conclusion as well. The 9-11 Commission Report says that Mr. Cheney is not taken to the "basement" until almost 10:00 am. In an article after the 9-11 Commission Report was published your newspaper reported that Cheney was taken to the basement at 10:00 am without comment on the previously reported events that stand in total contradiction to the truth.

I will gladly show you a few of the lies in the 9-11 Commission Report and even show you how your own paper lied to cover up the truth. I will do anything I can to help you see what I see."

Regarding the collapse of the WTC Towers "One of the Smoking Guns The POWDER (most people call it "dust") was produced from the light weight concrete floors and the dry wall all in 10 seconds. How is that possible without explosives??? If you can not prove that the falling building parts could produce the POWDER in 10 seconds by mechanical means then EXPLOSIVES had to be used because we all saw the POWDER and we still see the POWDER whenever we watch one of the videos. This proves without a doubt that it has to be an inside job."

 

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Commander Ted Muga, U.S. Navy (ret) – Retired Naval aviator (Grumman E-1 and E-2). Retired Pan-Am commercial airline pilot (Boeing 707 and 727).


Commander Muga: The maneuver at the Pentagon was just a tight spiral coming down out of 7,000 feet. And a commercial aircraft, while they can in fact structurally somewhat handle that maneuver, they are very, very, very difficult. And it would take considerable training. In other words, commercial aircraft are designed for a particular purpose and that is for comfort and for passengers and it's not for military maneuvers. And while they are structurally capable of doing them, it takes some very, very talented pilots to do that. ...

When a commercial airplane gets that high, it gets 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.

And as far as hijacking the airplanes, once again getting back to the nature of pilots and airplanes, there is no way that a pilot would give up an airplane to hijackers. ...

I mean, hell, a guy doesn't give up a TV remote control much less a complicated 757. And so to think that pilots would allow a plane to be taken over by a couple of 5 foot 7, 150 pound guys with a one-inch blade boxcutter is ridiculous.

And also in all four planes, if you remember, none of the planes ever switched on their transponder to the hijack code. There's a very, very simple code that you put in if you suspect that your plane is being hijacked. It takes literally just a split-second for you to put your hand down on the center console and flip it over. And not one of the four planes ever transponded a hijack code, which is most, most unusual. ...

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."

 

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Commander Ted Muga, BS CE, U.S. Navy (ret) – Retired Civil Engineer. Retired Naval aviator (Grumman E-1 and E-2). Retired Pan-Am commercial airline pilot (Boeing 707 and 727).



"The maneuver at the Pentagon was just a tight spiral coming down out of 7,000 feet. And a commercial aircraft, while they can in fact structurally somewhat handle that maneuver, they are very, very, very difficult. And it would take considerable training. In other words, commercial aircraft are designed for a particular purpose and that is for comfort and for passengers and it's not for military maneuvers. And while they are structurally capable of doing them, it takes some very, very talented pilots to do that. ...

When a commercial airplane gets that high, it gets 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.

And as far as hijacking the airplanes, once again getting back to the nature of pilots and airplanes, there is no way that a pilot would give up an airplane to hijackers. ...

I mean, hell, a guy doesn't give up a TV remote control much less a complicated 757. And so to think that pilots would allow a plane to be taken over by a couple of 5 foot 7, 150 pound guys with a one-inch blade boxcutter is ridiculous.

And also in all four planes, if you remember, none of the planes ever switched on their transponder to the hijack code. There's a very, very simple code that you put in if you suspect that your plane is being hijacked. It takes literally just a split-second for you to put your hand down on the center console and flip it over. And not one of the four planes ever transponded a hijack code, which is most, most unusual. ...

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."

 

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Commander Ralph Kolstad, U.S. Navy (ret) – Retired fighter pilot. Former Air Combat Instructor, U.S. Navy Fighter Weapons School (Topgun). 20-year Navy career. Aircraft flown: McDonnell Douglas F-4 Phantom, Douglas A-4 Skyhawk, and Grumman F-14 Tomcat. Retired commercial airline captain with 27 years experience. Aircraft flown: Boeing 727, 757 and 767, McDonnell Douglas MD-80, and Fokker F-100. 23,000+ total hours flown.
Statement to this website 8/20/07: "I started questioning the Sept 11, 2001 “story” only days after the event. It just didn't make any sense to me. How could a steel and concrete building collapse after being hit by a Boeing 767? Didn't the engineers design it to withstand a direct hit from a Boeing 707, approximately the same size and weight of the 767? The evidence just didn't add up. ...

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 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 did. Something stinks to high heaven!

Where is the damage to the wall of the Pentagon from the wings? Where are the big pieces that always break away in an accident? Where is all the luggage? Where are the miles and miles of wire, cable, and lines that are part and parcel of any large aircraft? Where are the steel engine parts? Where is the steel landing gear? Where is the tail section that would have broken into large pieces?

I also personally knew American Airlines Captain “Chick” Burlingame, who was the captain of Flight 77 which allegedly hit the Pentagon, and I know he would not have given up his airplane to crazies!

And at the Shanksville Pennsylvania impact site, where is any of the wreckage?!!! Of all the pictures I have seen, there is only a hole! Where is any piece of a crashed airplane? Why was the area cordoned off, and no inspection allowed by the normal accident personnel? Where is any evidence at all?

When one starts using his own mind, and not what one was told, there is very little to believe in the official “story”. ...

Every question leads to another question that has not been answered by anyone in authority. This is just the beginning as to why I don’t believe the official “story” and why I want the truth to be told."

 

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Charles Ralph Traylor, B.Arch – Licensed Architect, State of Texas.


"I practiced architecture in Dallas, Texas as an architect-of-record for 18 years and carried architectural registrations in 21 states. 10 years ago I founded Archline CAD Services, which offers architectural CAD working drawings exclusively to architects. Our company has present and past architect-clients in 26 states, the US Virgin Islands and overseas. We have 8 architecturally trained and professionally qualified CAD production teams in 4 countries.

For years I have been curious about the real nature, not just of the collapses of the three Manhattan towers, but also the 9/11 terrorist attacks in Washington, DC and Pennsylvania. I have attended several AIA sponsored seminars on the subject, but none of them presented any probing questions about the disasters."

 

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Lt. Col. Paul F. Getty, DDS (ret) – Retired after 30 years of military service including 13 active duty years in Navy and 11 years Army National Guard.
Statement in support of Architects and Engineers petition:
"This event changed history. Finally having the American people understand the complicity of our government will also change history, for the better." AE911Truth


Signatory: Petition requesting a reinvestigation of 9/11, signed by more than 900 Architects and Engineers:

"On Behalf of the People of the United States of America, the undersigned Architects and Engineers for 9/11 Truth and affiliates hereby petition for, and demand, a truly independent investigation with subpoena power in order to uncover the full truth surrounding the events of 9/11/01 - specifically the collapse of the World Trade Center Towers and Building 7. We believe that there is sufficient doubt about the official story and therefore that the 9/11 investigation must be re-opened and must include a full inquiry into the possible use of explosives that may have been the actual cause behind the destruction of the World Trade Center Towers and WTC Building 7."

 

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Kamal S. Obeid, BS CE, MS CE, SE, PE – Licensed Professional Structural and Civil Engineer, State of California.


"Only recently have I begun to examine the structural collapse of the buildings. Photos of the steel, evidence about how the buildings collapsed, the unexplainable collapse of WTC 7, evidence of thermite in the debris as well as several other red flags, are quite troubling indications of well-planned and controlled demolition."

 

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This guy explains the debunking strategy going on!!!!!!!!


Joel M. Skousen – Former U.S. Marine Corps fighter pilot. Commercial pilot. Aircraft flown: McDonnell Douglas F-4 Phantom, Douglas A-4 Skyhawk, Grumman F-9 Cougar, North American T-2C Buckeye, various civilian planes. Member, Experimental Aircraft Association. Member, Aircraft Owners and Pilots Association. Former Chairman of the Conservative National Committee in Washington DC and Executive Editor of Conservative Digest.

Essay Debunking the Debunkers 2/14/05: "For over a decade now, the PTB [Powers That Be] have used an odd vehicle to do their debunking on a variety of issues - Popular Mechanics Magazine (a Hearst publication). I suppose they are targeting the back-yard mechanic and auto-enthusiast crowd, who are often prone to accepting conspiracy facts and theories.

In the March 2005 issue, PM magazine singled out 16 issues or claims of the 9/11 skeptics that point to government collusion and systematically attempted to debunk each one. Of the 16, most missed the mark and almost half were straw men arguments - either ridiculous arguments that few conspiracists believed or restatements of the arguments that were highly distorted so as to make them look weaker than they really were. ...

I am one of those who claim there are factual arguments pointing to conspiracy, and that truth is not served by taking cheap shots at those who see gaping flaws in the government story ...

There is significant evidence that the aircraft impacts did not cause the collapse [of the Twin Towers] ...

The issues of the penetration hole [at the Pentagon] and the lack of large pieces of debris simply do not jive with the official story, but they are explainable if you include the parking lot video evidence that shows a huge white explosion at impact. This cannot happen with an aircraft laden only with fuel. It can only happen in the presence of high explosives."

 

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Charles N. Pegelow, BS CE – Licensed Civil Engineer (Structural), State of California. Over 25 years experience in structural design and analysis and project management of major construction projects, including large steel structures.


"The FEMA / Kean Commission Report was a flawed investigation. ...

In addition to the firemen calling the Commission a cover up, there are the victim's family organizations that are saying the same thing.

The commission did gather many experts but did not provide them with the full information they needed. FEMA hampered and distorted the investigation of the professionals they hired.

In conclusion, FEMA / Kean Commission Report was a flawed investigation and it needs to be reopened.

An open, independent of the Federal Government, public inquiry into the attacks should be set up under an independent judicial body with power to subpoena evidence."

 

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Major Douglas Rokke, PhD, U.S. Army (ret) – Former Director U.S. Army Depleted Uranium Project. 30-year Army career.

Article 8/19/05: Regarding the impact at the Pentagon on 9/11/2001 "When you look at the whole thing, especially the crash site void of airplane parts, the size of the hole left in the building and the fact the projectile's impact penetrated numerous concrete walls, it looks like the work of a missile. And when you look at the damage, it was obviously a missile."

 

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Valerie Lucznikowska – Executive Director, Congress of International Modern Architects. Aunt of Adam P. Arias, Vice President, Euro Brokers, WTC, South Tower, 84th floor.


"My nephew was told that people in the South Tower didn't have to evacuate because the collapse of the North Tower was an accident. I believe that NORAD [North American Aerospace Defense Command] knew that the South Tower was going to be attacked before it went down. Think of what this means. Able Danger was not the first revelation. There were lots and lots of clues about the fact that the government had prior knowledge. ...

"I'm just beginning to read all the exposés of 9/11. Even though Able Danger identified four of the hijackers before the bombing, I would still like to know how the government knew so quickly after the attacks who the hijackers were. The 9/11 commission definitely did not get to the full truth."

 

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Maj. Brian Power-Waters, U.S. Air Force (ret) – Retired Fighter Pilot, U.S. Air Force. Flight Engineer, Royal Canadian Air Force during World War II. Military aircraft flown: North American F-86 Sabre fighter and P-51 Mustang fighter, Lockheed P-38 Lightning fighter, Grumman F8F Bearcat fighter, Boeing B-17 Flying Fortress bomber, North American B-25 Mitchell bomber, Handley Page Halifax Mk V bomber, Douglas C-47 Skytrain (aka Dakota) and C-54 Skymaster, Curtis-Wright C-46 Commando, Beechcraft C-45 Expeditor and T-34 Mentor, North American T-6 Texan and T-28 Trojan, Lockheed T-33 Shooting Star (aka T-Bird), Boeing Stearman PT-17 Kaydet, Fairchild PT-19, Cessna UC-78 Bobcat. Aerobatic flying competitor in Pitts Special S-1S and Acro-Sport Starduster II biplanes.

Retired Commercial Airline Pilot flying for Mohawk Airlines, Allegheny Airlines, and US Airways for 28 years. FAA certified Flight and Ground Instructor, and Airframe and Powerplant Mechanic. Aircraft flown: British Aircraft BAC-111, Convair CV-240, CV-340, and CV-440 Metropolitan, Douglas DC-3 and DC-4, Martin 2-0-2, Martin 4-0-4. 30,000+ total hours flown.

Author of Is It Safe? Why Flying Commercial Airliners is Still a Risky Business (2008), 93 Seconds to Disaster (2005), Danger In The Air (2002), Margin for Error: None (1980, 2001), and Safety Last: The Dangers of Commercial Aviation (1972, 2001).
Statement in support of Pilots for 9/11 Truth petition to U.S. Congress calling for a new investigation of 9/11:

Signatory: Pilots for 9/11 Truth petition to U.S. Congress calling for a new investigation of 9/11:

"There are many Americans who feel that there are too many unanswered questions regarding the events of 911. We request that the investigation be reopened.

We feel that the 911 Commission did not go far enough, nor ask the tough questions necessary to get to the truth. We are requesting the investigation be reopened and that the mission this time be to find the truth, the whole truth, with no stone left unturned.

 

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Dennis Holloway, B.Arch, M.Arch (Urban Design) – Former Associate Professor of Environmental Design at the University of Colorado. Former Associate Professor of Architecture, University of Minnesota School of Architecture and Landscape Architecture. Member, National Council of Architectural Registration Boards (NCARB). Registered Architect in Colorado, New Mexico, and Wyoming. Former Licensed/Registered Architect in Michigan and Minnesota. Recipient of the Environmental Quality Award in Science and Technology from the United States Environmental Protection Agency.


"It was the discovery of molten steel in the Tub that made me realize there was something really wrong about the MSM coverage of the Towers. The discovery of intergranular melting has so far not been explained, officially. Building 7 collapse looks like a demolition to me, and if nothing else happens, this should be intensively re-investigated by an independent team of architects and engineers."

 

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Capt. Russ Wittenberg, U.S. Air Force – 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. Had previously flown the actual two United Airlines aircraft that were hijacked on 9/11 (Flight 93, which impacted in Pennsylvania, and Flight 175, the second plane to hit the WTC).

"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."


"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."

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."

 

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James Martin Tomlin, B.Arch – Licensed Architect, State of California. Member, American Institute of Architects.


"For the past 6 years since 9/11, my belief in the official media accounts of what happened to the WTC that day has been gradually but increasingly eroding down to disbelief. Yet, I have been willfully disregarding any 'conspiracy theories' that loudly and obnoxiously point fingers at the Presidency with more hatred than evidence (Bush has some power, but he is not omnipotent!). But, after stumbling upon this site, I find some of my colleagues have been quietly and steadfastly giving this issue a fair and rational assessment that I now think deserves my attention and support. There are many serious questions that have yet to be answered about 9/11, and I am looking forward to being part of the movement towards uncovering the truth, whatever it may be, wherever it may lead us."

 

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Capt. Daniel Davis, U.S. Army – Former U.S. Army Air Defense Officer and NORAD Tac Director. Decorated with the Bronze Star and the Soldiers Medal for bravery under fire and the Purple Heart for injuries sustained in Viet Nam. Also served in the Army Air Defense Command as Nike Missile Battery Control Officer for the Chicago-Milwaukee Defense Area. Founder and former CEO of Turbine Technology Services Corp., a turbine (jet engine) services and maintenance company (15 years). Former Senior Manager at General Electric Turbine (jet) Engine Division (15 years). Private pilot.

Statement to this website 3/23/07: "As a former General Electric Turbine engineering specialist and manager and then CEO of a turbine engineering company, I can guarantee that none of the high tech, high temperature alloy engines on any of the four planes that crashed on 9/11 would be completely destroyed, burned, shattered or melted in any crash or fire. Wrecked, yes, but not destroyed. Where are all of those engines, particularly at the Pentagon? If jet powered aircraft crashed on 9/11, those engines, plus wings and tail assembly, would be there.

Additionally, in my experience as an officer in NORAD as a Tactical Director for the Chicago-Milwaukee Air Defense and as a current private pilot, there is no way that an aircraft on instrument flight plans (all commercial flights are IFR) would not be intercepted when they deviate from their flight plan, turn off their transponders, or stop communication with Air Traffic Control. No way! With very bad luck, perhaps one could slip by, but no there's no way all four of them could!

Finally, going over the hill and highway and crashing into the Pentagon right at the wall/ground interface is nearly impossible for even a small slow single engine airplane and no way for a 757. Maybe the best pilot in the world could accomplish that but not these unskilled "terrorists".

"The government conspiracy theory does not hold up to scrutiny. As a professional with over 30 years experience working with gas turbines (jet engines) and fuels - kerosene (jet fuel) does not burn in any open flame hot enough to effect steel - well under 1000 deg F. Also bogus are the explanations regarding why no planes were intercepted. SOP [Standard Operating Procedure] is they are always, always intercepted if they stray off course and/or turn off the transponder like these flights all did. No command decision needed. Has our government ever been untruthful to us?"

Attempts to obscure facts by calling them a "Conspiracy Theory" does not change the truth. It seems, "Something is rotten in the State."