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I'm what you call a no-planer. There were no planes on 9-11, but people have a

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hard time believing that and I don't know why. Well, they all saw it on TV. It must

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be real. And not only that, they heard it. Yeah, and that's that's the problem. And I

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saw it on TV. Therein leaves the problem. People think they see it on TV. It must

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be real.

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There were no planes on 9-11. This is really there was no airplane at Pentagon.

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There was no airplane at the World Trade Center. We have a credible witness who

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says that the planes weren't piloted, but they were remotely controlled like unmanned

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vehicles. No airplane crashed in the World Trade Center. And first of all, remote

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controlling an airplane that size or any size is very difficult. And so I don't

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believe you could remote control an airplane the size of a 767-200 anyway,

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particularly to hit dead center of the of the World Trade Center. But the fact is

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there was no wreckage from any airplane in the World Trade Center. And by no

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wreckage, I mean, nothing was found of any size anywhere around. Now, there was a

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panel of a fuselage that you see with five window shades. But when each airplane,

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American Airlines, the North Tower and United Airlines and South Tower hit, it was two

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fifths of a second while they disappeared in the airplane. So in two fifths of a second,

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you're not going to have a panel about seven feet long drift down, you know, and just be

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lying there in almost perfect condition unless it was accompanied by Mohammed Adda's passport.

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Flight 11 and 77 didn't exist in the beginning. The Bureau of Transportation Statistics has no record of

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them taking off as no, you know, so let's forget about them because they did not exist. So now we're just

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talking about 175 and and Flight 93.

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It's an interesting postscript that Flight 93 was spotted on April 10th, 2003 at Chicago's O'Hare

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Airport by David Friedman, a United Airlines employee who records all of his flights. The

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tail number, N591UA, was spotted on Flight 1111, a United Airlines 757. And according to the FAA,

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both N591UA and N612UA, flights 93 and 175 are still valid. But flights 11 and 77 are listed as destroyed.

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They were not even scheduled to fly on September 11th.

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Flight 93 allegedly crashed at Shanksville. Anybody who has any background in accident investigation or

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any background at all can't possibly believe an airplane crash. There was no wreckage. It just

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simply could not happen. There were 45 people on board the hijacked United Airlines 757 when it

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nosedived into the ground at the edge of this old strip mine. Paula Pluta saw it all from her front yard

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and ran to the place the plane crashed. Little pieces of metal. There wasn't anything there but little pieces of

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metal. I unfortunately did not see bodies. You know, I get up there and I just, I look around, John, and it was

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like, I mean, like, it's like, where's the plane? You know, I mean, there was just pieces, just small pieces you

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could pick up and put in the palm of your hand, just scattered everywhere. Two-thirds of the plane had buried itself in the

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ground or disintegrated on impact. No piece of wreckage was larger than a telephone book.

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No identifiable bodies were found. Just what happened on that plane is now up to the FBI and

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other federal agencies who are in charge of the investigation. They've set up a command post

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behind me and there's construction work going on here so that communications and what becomes now a

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recovery project can go on. Witnesses have said that they saw the plane actually flying upside down

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with the tail down and that it plunged into the earth at at least a 60 degree angle, possibly straight

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down, which would account for the small crater, about 20 feet around and at least 10 or 20 feet deep.

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The bulk of the remains of that plane and all the 45 people who are on board may be buried deep in

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that crater, just in the field beyond these trees here.

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Investigators at the scene of the plane crash in Pennsylvania recovered the plane's flight recorder

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this afternoon. The plane went down on Tuesday morning in Shanksville, that's southwest of Pittsburgh.

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All 45 people on board the plane died. The FBI says the flight recorder has been sent to the

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National Transportation Safety Board. Also today, investigators found debris from the crash in

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a neighborhood about eight miles away from the area where the plane went down. They say the

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debris was scattered by the wind. Investigators are expected to be at that Pennsylvania crash site

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for weeks.

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The passport and a red bandana, some people said the hijackers were wearing red bananas, were found

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at the crash site of United 93, although none of the plane is visible at the site. According to the official

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theory, the plane was coming down 580 miles an hour at a steep angle and went into the soft soil of Pennsylvania,

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so hard and so fast, it went completely underground. And yet somehow, there must have been an open window,

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so the bandana and the passport jumped out. Another essential element in the official conspiracy theory is

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that several passengers on the airliners made phone calls to loved ones that morning. But cell phones were

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reportedly used for many of the calls, especially from United Flight 93, from which about 10 cell phone calls

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were reportedly made. But there is extremely strong evidence that these calls would not have been

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possible in 2001. Given the technology at that time, a cell phone had to get a signal from a cell site,

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and these signals were sent out horizontally, not vertically. There was, to be sure, some leakage

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upwards, so a cell phone on a low-flying small plane could get a good signal. But as the plane got higher,

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success became increasingly unlikely. This anecdotal evidence was in strong tension with the official story,

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according to which calls were made from airliners flying from 25,000 to 40,000 feet.

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Seeing this tension, Canadian computer scientist and mathematician Key Doudny, who had long written a

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column for Scientific American, decided to get empirical. Going up in a twin-engine airplane,

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he found that the success rate for attempted cell phone calls decayed to zero by the time he reached 7,000

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feet. Successful cell phone calls from airliners flying at 30,000 feet, he concluded would have been

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flat-out impossible. Dan Gavados attempted to duplicate the World Trade Center attacks in their simulator in

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the weeks following September 11th with his line pilots. These are pilots who already have thousands of

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hours and can control large transport category aircraft at high-end load speeds, not to mention

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a 172 at 65 knots, unlike the, quote, hijacker pilots. This is what Dan had to say when attempting to

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duplicate the attacks. And after their sim training period, I said, hey, guys, let's try something.

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Let's see if we can hit these buildings like we saw happen. And this was in the 737 and, you know,

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a smaller, a lot more maneuverable airplane. And so I set it up for these pilots. And, you know, keep in

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mind these pilots are, you know, have many years of experience. And, um, uh, I set up New York and,

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uh, um, we, you know, they all just took turns trying to hit the buildings and they couldn't do it

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unless they slowed down to, to almost landing speeds. Wow. I didn't know that. Uh, yeah. Tell me

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about that. That's incredible. Yeah. And they, they could not, they could not hit those buildings,

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you know, at the, at, at the high speeds, they couldn't do it. Yeah. Well, and, uh, you get,

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I guess they were getting into all kinds of Dutch role and everything then, right? Well, that's right.

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That's exactly what was happening. People don't realize that the fly, to hand fly an airliner

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at those speeds is extremely difficult. It's very hard to hand fly an airplane at those speeds.

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And particularly if you're a novice, because a novice that's learned in, and, you know,

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all of their experiences on little, little airplanes, they over control everything.

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But you got to understand going, you know, 300 knots in an airliner, um, and, and you move the controls

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like, like you, you would expect to do in a little airplane. Right. Well, I mean, you know,

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you couldn't stand the G forces. Everything has to be just fingertip, um, uh, control. So basically,

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um, uh, out of the, out of the 10 times each guy did it, nobody could do it. I'm, I'm telling you that,

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that kind of opened their eyes. And I said, you know, something is not right. First of all,

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uh, the airplane can't fly about 560 miles an hour. It can't fly more than 360, which is its

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velocity max operating. Maybe it could fly maybe 30, 40 miles an hour faster than that. But at VMO,

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the clacker comes on. The clacker is an FA required, uh, safety device, which, uh, clacks loud,

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and it clacks at a rate and a cycle that irritates the pilot so that he can't ignore it. He has to,

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it has to slow down, you know. Now, there's no possibility a hijacker first time in the airplane

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is not only going to, you know, fly it at 390 miles, 400 miles, but do it with that clacker,

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you know, and descend and hit that thing center. It can't happen, you know.

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This is what happens when you exceed such maximum operating limits set by the manufacturer.

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Granted, there is a safety margin built into the maximum operating limits, but there is a reason

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limits are assigned to aircraft as you can see here. Landing speeds are about five times less than the

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speeds reported on 9-11 at the World Trade Center. The interviewed pilots were able to impact the

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World Trade Center as done on 9-11 on first attempt at landing speed. It's a whole different animal when

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attempting to do the same thing at more than 150 knots over maximum operating speed for the type aircraft.

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The slightest pressure doesn't even have to be an actual movement on the steering wheel or what we call

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yoke will produce very large changes in aircraft direction or even structural failure.

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The first law says an object will remain in uniform motion until it's affected by a force,

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and the second law says that it'll be affected by that force in a direction

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that the force is applied, which of course in this case would be more or less directly opposite the path

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of the oncoming plane, right? So that plane ought to be crumpling up here, but of course it's not.

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It's passing through at uniform motion. This entire area of lower Manhattan is going to need to be avoided.

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Suddenly on the left side of my viewfinder, I saw something coming from behind the building.

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The first law says an object will remain in uniform motion until it's affected by a force,

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and the second law says that it'll be affected by that force in a direction

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that the force is applied, which of course in this case would be more or less directly opposite the path

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of the oncoming plane. So that plane ought to be crumpling up here, but of course it's not. It's passing

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through at uniform motion.

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It was starting to be准 path.

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It was being able to keep me in and end.

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No doubt. I see him from a person coming from the other side.

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It will already be etiquette.

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Thank you for where he intervenes.

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This across line protagonizedverb must be shared with whom or about that force.

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You may be largess if you don't fix it.

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Just, you may be radical about that force of things like that you're based on where you're based on a throttle

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Thank you.

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Thank you.

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Thank you.

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Thank you.