> So, when we see the second 767 fly into the WTC tower that all didn't
> happen?
>
> There were no planes?
>
> Well, no wonder you think Lee Harvey Oswald is innocent.
>
> Sorrowing Regards,
>
> Tim Brennan
> Sydney, Australia
> *Newsgroup(s) Commentator*
In the wreckage of the four plane crashes on 9-11, not one single
part could be identified as belonging to the plane it once was a part
of. Here's the bacon:
Impossible to Prove a Falsehood True
http://www.scholarsfor911truth.org/ArticlesNelson26Apr2006.html
by George Nelson
Colonel, USAF (ret.)
The precautionary principle is based on the fact that it’s impossible
to prove a false claim to be true. Failure to prove a false premise
true does not automatically make it false but caution is called for,
especially in the case of a world-changing event like the alleged
terrorist attacks of September 11, 2001. Thus far, our government has
provided the public with no physical evidence to support its claim
that the attacks were the work of Muslim terrorists, or even that the
aircraft that struck their targets on September 11 were positively
identified. As explained below, it would be a simple matter to confirm
the identity of each of the four aircraft, and until such physical
proof of identity is forthcoming, no conclusions can be drawn
scientifically to support the official story as being accurate. This
is a precaution against rushing to judgment. At this point, it could
just as easily be assumed that the 911 hijackings were part of a black
operation carried out with full cooperation of elements within our own
government.
July, 1965 I had just been commissioned a Second Lieutenant in the U.
S. Air Force after taking a solemn oath that I would protect and
defend the Constitution against all enemies, foreign and domestic, and
that I would bear true faith and allegiance to the same. I took that
oath very seriously. It was my constant companion throughout a thirty-
year military career in the field of aircraft maintenance.
As an additional duty, aircraft maintenance officers are occasionally
tasked as members of aircraft accident investigation boards and my
personal experience was no exception. In 1989 I graduated from the
Aircraft Mishap Investigation Course at the Institute of Safety and
Systems Management at the University of Southern California. In
addition to my direct participation as an aircraft accident
investigator, I reviewed countless aircraft accident investigation
reports for thoroughness and comprehensive conclusions for the
Inspector General, HQ Pacific Air Forces during the height of the
Vietnam conflict.
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. This is because every military and civilian
passenger-carrying aircraft have many parts that are identified for
safety of flight. That is, if any of the parts were to fail at any
time during a flight, the failure would likely result in the
catastrophic loss of aircraft and passengers. Consequently, these
parts are individually controlled by a distinctive serial number and
tracked by a records section of the maintenance operation and by
another section called plans and scheduling.
Following a certain number of flying hours or, in the case of landing
gears, a certain number of takeoff-and-landing cycles, these critical
parts are required to be replaced, overhauled or inspected by
specialist mechanics. When these parts are installed, their serial
numbers are married to the aircraft registration number in the
aircraft records, and the plans and scheduling section will notify
maintenance specialists with a work order when the parts must be
replaced. If the parts are not replaced within specified time or cycle
limits the airplane will normally be grounded until the maintenance
action is completed. Most of these time-change parts, whether
hydraulic flight surface actuators, pumps, landing gears, engines or
engine components, are virtually indestructible. It would be
impossible for an ordinary fire resulting from an airplane crash to
destroy or obliterate all of those critical time-change parts or their
serial numbers. I repeat, impossible.
...Considering the catastrophic incidents of September 11 2001,
certain troubling but irrefutable conclusions must be drawn from the
known facts, and I get no personal pleasure or satisfaction from
reporting my assessment of these facts.
United Airlines Flight 93
This flight was reported by the federal government to be a Boeing 757
aircraft, registration number N591UA, carrying 45 persons, including
four Arab hijackers who had taken control of the aircraft, crashing
the plane in a Pennsylvania farm field.
Aerial photos of the alleged crash site were made available to the
general public. They show a smoking hole in the ground, but private
investigators were not allowed to come anywhere near the crash site.
If an aircraft crash caused the hole in the ground, there would have
literally hundreds of serially controlled time-change parts within the
hole that would have proven beyond any shadow of doubt the precise
tail-number or identity of the aircraft. However, the government has
not produced any physical evidence that would prove beyond a doubt,
the specific identity of the aircraft that allegedly crashed at that
site. On the contrary, it has been reported that the aircraft,
registry number N591UA, is still in operation.
American Airlines Flight 11
This flight was reported by the government to be a Boeing 767-200,
registration number N334AA, carrying 92 people, including foreign
nationals who had hijacked the plane. This plane was reported to have
crashed into the north tower of the WTC complex of buildings.
Again, the government would have no trouble proving its case if only a
few of the hundreds of serially controlled parts had been collected to
positively identify the aircraft. A Boeing 767 landing gear or just
one engine would have been easy to find and identify.
United Airlines Flight 175
This flight was reported to be a Boeing 767-200, registration number
N612UA, carrying 65 people, including the crew and five hijackers. It
reportedly flew into the south tower of the WTC.
Once more, the government has yet to produce even one serially
controlled part from the crash site that would have dispelled any
questions as to the identity of the specific airplane.
American Airlines Flight 77
This 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 16 feet wide.
Following a 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.
Conclusion
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. The hard evidence would
have included hundreds of critical time-change aircraft items, plus
security videotapes that were confiscated by the FBI immediately
following each tragic episode.
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 Shanksville, 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. Regarding the
planes that allegedly flew into the WTC towers, it is only possible
that heavy aircraft were involved in each incident, but no evidence
has been produced that would add credence to the government's
theoretical version of what actually caused the total destruction of
the buildings, let alone proving the identity of the aircraft. That is
the problem with the government's 911 story, and it’s time to apply
the precautionary principle.
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.
Footnote: It will soon be five years since the tragic events of
9/11/01 unfolded, and still the general public has seen no physical
evidence that should have been collected at each of the four crash
sites, (a routine requirement during mandatory investigations of each
and every major aircraft crash.) The National Transportation Safety
Board has announced on its website that responsibility for the
investigations and reports have been assigned to the Federal Bureau of
Investigation, but there is no indication that mandatory
investigations were ever conducted or that the reports of any
investigations have been written.
...
So you can take yer CFR-controlled telescreen and stick it where the
sun doesn't shine. To you, that would be "down under." Stick your
telescreen up your down under. Get it?