physical and mathematical analysis of pentagon crash
brian | 26.10.2002 04:47
part 1
PHYSICAL AND MATHEMATICAL ANALYSIS OF PENTAGON CRASH.
by Gerard Holmgren
investigation77@hotmail.com
Copyright: Gerard Holmgren. October 23 2002.This work may be freely copied and distributed without permission as long as it is not for commercial purposes. Please include the author's name, the web adress where you found it, and the copyright notice.
WHERE IS THE WRECKAGE OF AA 77?
INSIDE THE BUILDING?
OUTSIDE THE BUILDING?
CREMATED?
OR NEVER THERE?
It is alleged that on Sept 11, 2001 a hijacked Boeing 757,
American Airlines Flight 77, hit the Pentagon. It is not in dispute that something hit the Pentagon wall and damaged it. Neither is it in dispute that AA 77 is missing. But was AA 77 involved in the Pentagon incident? This article presents an analysis of the physical aspects of the incident, and concludes with a brief examination of the issue of eyewitnesses.
The Sept 11 crashes are unique and unprecedented events in the history of both the press and aviation. In many cases, light plane crashes involving 2 to 3 people have triggered investigations which continued for years. Considering that the explosion and cremation of planes had never before happened, the lack of reporting and/or official investigation is doubly puzzling. The issue of whether a crash results from sabotage or accident should be irrelevant to the alarming question of why four planes allegedly cremated themselves as a result of low to medium impact crashes.
One of the purposes of accident reconstruction in plane crashes is to determine what failed and therefore what is subject to improvement. Normally, the press releases the findings as news in the public interest. Professional analytical information has not been released on the September 11 crashes. If it exists (for insurance purposes, for instance), it has not been released. Why have authorities and the press treated the Sept 11 crashes differently? Who is doing the professional analysis and why does the public not have access to it?
PART 1. PLANE SPECIFICATIONS
Sourced from
http://a188.g.akamaitech.net/f/188/920/15m/http://www.washingtonpost.com/wp-srv/nation/graphics/attack_757200.htm
and
http://www.boeing.com/commercial/757family/pf/pf_200tech.html
Wingspan 124 ft 10 in (hereafter rounded to 125 ft)
Length 155 ft 3 in (rounded to 155 ft)
Tail height (with landing gear extended ) 44 ft 6 in
Fuselage Width 12 ft 4 in (rounded to 12 ft )
Max fuel capacity 11,489 gallons
Max range 4449 miles
Max take off weight 255,000 lb.
The following specifications were not directly available from any source I could find, but I calculated them based on the above figures, after measuring diagrams and photos. Exact accuracy cannot be guaranteed, but they are close and are sufficient for this analysis.
Tail height (without landing gear extended) 35 ft
Fuselage height (without landing gear extended) 14 ft 6 in (7 ft 3 in above wings, 7 ft 3 in below wings))
Length of each wing 56 ft 3 in
Engine diameter. 9 ft. 6 in
Engine length 11 ft 6 in
Position of engine mounting on wing. Outer edge of engine 25 ft from where wing joins fuselage.
Width of each tail fin 15 ft 6 in
Total tail fin span 39 ft (fuselage is narrower at this point)
An estimated 5 ft of engine is below fuselage level, making the total height of the aircraft without landing gear extended, 40 ft.
You’ll find the calculations throughout this article easier to critically analyze, if you write down the above figures before continuing.
PART 2. ESTIMATIONS OF HOLE DIMENSIONS
Based on this and other similar photos,
http://www.pbase.com/image/536173
I have estimated the hole in the Pentagon wall to be about 65 ft wide, by comparing it with the height of the building which is 77 ft.
http://www.defenselink.mil/pubs/pentagon/facts.html
Depth of damage. This is more complex.The Pentagon consists of 5 rings of building, each separated by a space between. I couldn’t find any source which directly stated figures for the depth of the rings and the spaces, and the perspective problems of photos make it more difficult to estimate than the width. On the basis of aerial photos, ( see the links below ) I have estimated the depth of the ring itself to be about 32 ft, and the open space behind it, about the same. The outer ring collapsed , leaving a total depth of about 65 ft that the plane could potentially have fitted into, considering that the second ring of the building was intact.
http://www.defenselink.mil/photos/Sep2001/010914-F-8006R-002.jpg
http://www.asile.org/citoyens/numero13/pentagone/erreurs_en.htm
It should be noted that the original hole was much smaller. The 65 ft wide hole developed when a section of the wall collapsed later.
Look at the following photos, taken soon after the crash, before that section of wall collapsed. The thick smoke and the water jets from the firefighters make it difficult to get a clear view, but we can determine that the hole wasn’t anywhere near even 40 ft wide. Probably less than 20. In most of the photos, it’s difficult to find any hole at all.
http://66.129.143.7/june2aa.htm
http://www.asile.org/citoyens/numero13/pentagone/erreurs_en.htm
(see the two photos in question 7 )
http://www.ifrance.fr/silentbutdeadly/
(click on the trajectory section and scroll to the photo with the caption “Hole center”and the subsequent photos)
Calculations based on the 65 ft wide and deep (including open space between the rings) hole which developed later, are unreasonably generous to the 757 argument. Nevertheless, I will continue to conduct the analysis on that basis. I am going to attempt to prove that it was physically possible for a Boeing 757 to crash into that section of wall, in a manner consistent with the photographic evidence. If I manage to prove that it was physically possible, that doesn’t prove that it happened - it simply keeps the argument alive. If it proves to be impossible, even by expanding the assumed hole to orders of magnitude greater than what it really was, then it didn’t happen and the argument is concluded.
PART 3. ENTRY IMPACT CALCULATIONS AT 90 DEGREE FUSELAGE ANGLE
By what means could a plane with a wingspan of 125 ft and a length of 155 ft fly into a building, leaving a hole 65 ft by 65 ft, leaving no significant wreckage outside? Is it possible to calculate a wing angle at which the plane might have fitted through? If not, where is the wreckage that did not enter the building?
The plane cannot have impacted with the wings in a near parallel to the ground position and have had the wings enter the building. If it impacted in this manner, the wings must have broken off before they had a chance to hit the building. 125 ft of wing cannot pass through a wall without leaving a 125 ft hole. In order to suggest that the entire plane passed through the 65 ft hole, we must calculate the angle at which the wings would have to have been tilted.
This can be easily done with some graph paper.
Draw a baseline, representing 65 ft - the width of the hole. Draw vertical lines at each end, representing 77 ft - the height of the building. Draw a line representing 125 ft - the wingspan, starting it from the bottom left corner, towards the top right corner, at the angle necessary for the wingspan line not to intersect the right hand vertical line. You’ll see that it is possible for the plane to pass through the 65 ft wide hole, but not for all of the wingspan to pass within the impact area. A significant portion of one wing has passed above the building, avoiding any impact. This section of wing measures about 25 ft - almost 1/2 a wing.
The minimum possible amount of the plane which can have avoided the impact area is a figure something greater than this because the analysis has been biased by a number of factors, beyond credibility in favour of fitting the plane through.
1) assuming the original impact area to be 65 ft wide, when we know that it was significantly smaller.
2) assuming the lower wing tip to be at ground level, which it may not have been.
3) assuming the angle of the fuselage to the wall to be 90 degrees, meaning that the plane travelled straight through, not widening the impact area beyond it’s own effective horizontal width. For example, if the fuselage struck at a 45 degree angle, with the same degree of wing tilt, it would create an impact hole 97.5 ft wide.You can plot this on graph paper too. If you draw two parallel lines straight up the page, crossing a line drawn horizontally, the width of line they pass across is equal to the distance between the parallel lines. If you draw the lines at a 45 degree angle to the horizontal line, they intersect with an area 1.5 times the distance between them. So as soon as any angle is postulated for the approach of the fuselage, then the wings need to be tilted harder in order to fit into the 65 ft hole, increasing the amount of wing that passed above the impact area. If we postulate the wings to be tilted at a ridiculous angle like 80 degrees, not only does this increase the area of wing that’s passed above the impact zone, but also causes the fuselage to be almost at the top of the building, meaning that one of the 15 ft tail fins, now pointing almost straight up, starts to protrude above the impact zone. It doesn’t matter how the angle of approach or wing tilt is juggled. It’s impossible to fit anything remotely approaching the entire plane into the impact zone.
Therefore, this substantial portion of the plane did not hit the building and cannot have been pulverized amid the rubble, and must be accounted for in some other way.
To give an idea of how much the unaccounted for section of wing increases if we lessen the degree of bias, here is a different set of assumptions.
Original width of hole 40 ft. Lower wing tip 10 ft above the ground.
The amount of the wing which would now pass above the impact point would be about 47 ft. And the entire upper tail fin would no longer fit in sideways, because the bottom of the heavily tilted fuselage would be hard up against the right edge of the hole.The wing angle could be tilted more heavily to fit in the tail fin, but this further increases the length of wing passing above the impact zone. This is still assuming a fuselage angle of 90 degrees, and a hole larger than what it really was. So we have to stretch the variables beyond credibility in favour of the 757 theory just to reduce the unaccounted for piece of wing to 25 ft.
Since this large portion of wing would not have had any serious impact upon it, there is no reason for it to have been pulverized into nothing, unless there was an explosion powerful enough to cremate the wings right to the extremities. If this did not occur, then this section of wing would have suffered no impact other than that of falling to the ground or on to a roof after it broke off. It’s conceivable that it could have broken up into a few smaller pieces, but not to have been pulverized beyond evidence of it ever existing. So there should be evidence of a large piece of wing, or several pieces, large enough to be clearly identifiable, outside the crash site, or possibly sitting on top of the rubble. Most likely, it (they) would have finished up somewhere inside the courtyard or on a roof. The chance of it finishing up on top of the rubble would be small, the chance of being buried under the rubble, negligible, and the chance of being under the rubble and smashed into pieces too small to identify, effectively zero.
No evidence exists of any such wreckage, and there is no reason why it should not have been found and presented if it existed. We must therefore conclude that if the 757 theory is to be kept alive, one has to postulate an explosion significant enough to cremate an entire length of wing beyond evidence that it ever existed. Because the only available energy source for such an explosion is the fuel, and an explosion must generate force equally in all directions, this forces us to the conclusion that most of the plane must have been similarly cremated by the explosion.There is also the problem of the tail. Being the last part of the plane to enter the building, the wall should already have been smashed down by the time it entered. So the tail should have suffered less impact than the forward part of the plane, increasing the likelihood of large identifiable pieces being found. That no evidence remains of it also forces us to postulate a massive explosion capable of cremating it.
Before examining this question further, I will now do the same style of analysis on the scenario of the plane hitting the wall with the wings approximately parallel to the ground.
If this happened, it is clear that the wings never contacted the wall. They certainly did not pass through. The hole is 60 ft too narrow, leaving 30 ft of each wing that cannot have passed through. And there is no evidence of any damage to the sides of the hole that would indicate contact of this type. If the wings did hit the wall, they can’t have simply bounced off, without leaving any damage to the wall, while simultaneously cremating themselves from the force of the impact. Especially if the fuselage was apparently able to plough significantly into the building, before being cremated. Not only is the fuselage penetration indicative of the test of strength between the wall and the plane, but the wall would have been weakened by being split open by the fuselage, making it easier for the wings and tail as they followed. So in the event of the wings being parallel, since no wreckage exists to support their existence, we must also postulate an explosion significant enough to cremate the wings to their extremities, in order to account for the two missing 30 ft sections.
Regardless of at what angle the wings may have been tilted, it is impossible for all of the wreckage to have been impacted, buried and crushed beyond identification within the rubble of the 65 ft by 65 ft area of wall damage. A significant section of at least one wing, something more than 25 ft long, never entered the impact zone, and cannot have been cremated by impact alone, and yet appears to have vanished. The lack of any other wreckage also indicates cremation. And since explosions generate force equally in all directions, one can’t postulate an explosion powerful enough to cremate the extremities of the plane - tail, nose and wing tips without postulating that the entire plane was cremated.
Therefore, it is either drop the 757 theory or postulate an explosion powerful enough to cremate the wreckage to the point that no evidence remains of it’s existence.
Before examining in detail the explosion question, lets look at the depth of the hole. 65 ft. The length of the alleged plane was 155 ft. Nothing identifiable remains of any part of the plane. If we were not to postulate an explosion we would have to suggest that the fuselage was compacted to 40% of it’s original length - at least, just to explain the lack of damage to the second ring. That’s assuming the entire depth of the first ring to have been burst through in the initial impact, and part of the compacted plane to have protruded out into the space between the two rings. But if such compacted wreckage came to rest there, it would be highly visible, and without a subsequent explosion, there is no way to explain where the compacted fuselage went. So the entire length of the plane needs to be compacted into the space of the first ring - about 30 ft - quite impossible. One would have to suggest that the fuselage compacted to about 20 % of it’s length against the unyielding wall, and then suddenly burst through, coming to rest inside as a 30 ft lump amongst the rubble. Or alternatively, that it was still being compacted even after it burst through, meaning that as the rear of the plane entered, the rubble and the compacted remains of the front of the plane, were still providing significant resistance, like a person trying to hold a door shut against a stronger opponent, and being gradually pushed back. This can’t happen. The wall either holds or it doesn’t. The plane either penetrates or compacts. It doesn’t do both simultaneously. It’s possible that there could have been a certain amount of compaction before penetration, but at some point the wall had to give way, and once it did, there would be no more compaction. If it’s going to give way, it will be early in the process. And yet, postulating a 50 % compaction of 90 % of the plane, before it suddenly burst through - which is quite impossible - would still leave a final fuselage length of 85 ft to be accounted for - also impossible. And this still leaves unsolved the problem of what happened to it afterwards.
There’s a severe problem not only with the width of the impact area, but also the depth. Neither the fuselage nor the wings can fit into the allotted space.
Postulating an angled entry slightly reduces the amount of compaction required, but not by the orders of magnitude necessary to fundamentally solve the problem. For example, if one was to redo the last calculation on the basis of a 45 degree entry, it would be reduced to a 42% compaction of 90 % of the plane before bursting through, leaving an 85 foot length of wreckage, which lying at a 45 degree angle, would leave about 37 ft of fuselage extending beyond the first ring, almost reaching the second. And there would now be either a wider entry hole, or a greater section of wing which missed the impact zone. .Although debris of some kind exists, there is nothing of enough substance to provide any evidence of what kind of plane it was, and the volume is insufficient to account for anything remotely approaching the dimensions under discussion. This is further proof that in order to keep the 757 theory alive, we must postulate an explosion which cremated the plane.
PART 4. EXPLOSION ANALYSIS AT 90 DEGREE FUSELAGE ANGLE
The only available energy source for such an explosion is the fuel load, which means that the explosion must have been centred in the fuselage. An explosion generates force equally in all directions. It had to have cremated both ends of the plane, which means that the minimum force which can be postulated is one sufficient to destroy a tail or nose from 77 ft away. That’s what was required if the explosion occurred in the exact centre of the plane. Shifting it away from the centre means that less force is needed at one end, but more at another. Since the force must be generated equally in all directions, the smallest force we can postulate is one emanating from the centre, if we assume the force needed for cremation to be equal at both ends. Because any discrepancy in relation to that question is not calculable, I will assume that to be the case. If it is incorrect, it won’t effect the integrity of the following analysis, because it reveals fundamental problems with the scenario as a whole, which can’t be solved by shifting the problem from one part of the plane to another. An equal force must have been generated forward of the centre point, behind it, above it, and below it. (At least potentially so, if not blocked by the ground ) So we must draw a 3D circle around the centre of the plane, and know that every point on the edge of that circle was impacted by a force sufficient to cremate the tail of a plane, and that all points closer to the centre were subject to an even greater force.
If the plane blew up as it was entering the building, there are two basic scenarios. 1) The centre of the explosion was inside the building. For example, the plane entered with the wings sharply titled, and exploded after the wings had entered (and passed above ) the impact area. 2) The explosion occurred outside the building, because it happened earlier in the process than in scenario 1).
The previous analysis of the depth problem tells us that scenario 1) is impossible. If the plane was half way into the building (77 ft of penetration), then even allowing for 12 ft of compacting, the nose would have been hard up against the second ring when the explosion took place. There’s no sign of such damage to the second ring. Nevertheless, I’ll explore the full implications of the “inside the building” scenario, just to make sure that nothing is left out.
Assuming half the plane to be inside the building, and the explosion to be just inside the hole, at this time the tail is still about 77 ft to the front of the wall. It’s exposure to the blast is partly shielded by the fact that the explosion is actually inside the collapsing section of the building. The same goes for the nose which is, allowing for compaction, about 60 ft forward of the blast centre, outside the collapsing ring. And yet both were cremated. So we have to increase the alleged power of the blast to account for the shielding of the front and rear extremities. We can’t quantify the shielding, and must note that because the wall had been smashed down by this time, the shielding may have been small, but we can say that the force of the explosion was something greater than what was needed to cremate the nose and tail, had the plane been in the open.
What would have received the greatest impact from this blast? The centre of the fuselage, and the first ring of the building. The explosion was right inside it. So the building was subject to a force significantly greater than that of the cremated nose and tail.
What was the effect on the building of this massive blast ? Nothing, apparently. It had already been split open and weakened by the impact of the plane entering it. It appears to have suffered no extra damage as a result of the explosion. The wall face was negligibly damaged beyond a width of 65 ft - less, when we take into account that the original hole was smaller. Neither was the inside area of the wall, behind the face, significantly damaged width-wise beyond this point. Neither did the force of the explosion have any effect further into the building. The second ring, right next to the cremated nose, closer than the cremated tail, suffered no damage. If the explosion was centred in the middle of the 65 ft hole, just inside the building, then allowing for the width of the fuselage, it means that the wall suffered negligible sideways damage only 26 ft from the edges of the fuselage which was cremated. Speculation that the wall was of an extraordinarily strong construction, apart from suggesting an impossible strength, makes no contribution to explaining these anomalies. If it was so tough, then how did the plane slice it’s way into it to begin with? We’d have to believe that in the test of strength between the plane and the wall, that the plane penetrated the solid wall, but was then completely obliterated by an explosion which had no effect on the now damaged and weakened building. This isn’t possible.
There’s a further problem. A number of alleged witnesses claim that small pieces of the plane were scattered over a wide area. One (Mike Walter, who’s report I reviewed in a previous article linked later in this article) said he saw debris up on the overpass. Penny Elgas (report reviewed later in this article, said a piece of the plane landed in her car. A number of photos ( examined later) purport to show small fragments of the plane, flung out considerable distances from the scene. But curiously, none of these alleged witnesses or any of the photos describe showers of rubble from the building. Why aren’t there stone pieces scattered all over the place, if the building was the centrepoint of the explosion?
But this is an aside from the main proof. The scenario of the explosion inside the building is impossible on two counts.
1) That an explosion of sufficient power to cremate a 100 ton aircraft, some of it at distances of 77 ft away, could have no impact on an already partly demolished stone building, which was at the centre of the blast.
2)That not enough length of plane could have entered the building, unless one is to suggest that the explosion occurred right at the front of the plane, which then forces one to increase it’s alleged power by orders of magnitude to cremate the rear, more than 140 ft away, compounding the problems of reason 1.
So it’s impossible for the explosion to have occurred inside the building.
In order to keep the 757 theory alive, we must postulate that the explosion took place outside the building. Then we have the same problem in reverse. Suppose the centre point of the explosion was the centre of the plane. If it took place when the wings were close to the wall, then the wall was still subject to the maximum force. A greater force than that applied to the tail. And the nose is now the part that’s shielded, inside the wall. If the 125ft wingspan was parallel and right next to the wall and was cremated, then there should be 125 ft of severe damage along the wall, and an extensive area of gradually declining damage beyond this point. If we tilt the wings at 45 degrees, to reduce the effective horizontal width and effective height of the wingspan to about 90 ft, meaning that no part of the wing was further than 90 ft from the blast, we must still postulate an area of massively destructive force at least 90 ft wide along the wall face, with gradually declining severity of damage further to the sides. There can’t have been a sudden cut off point for damage to the wall. It would have been pulverized to nothing at the centre point, gradually reducing in severity, to cosmetic damage such as broken windows, blackening and superficial face damage at a point significantly beyond the wingspan width. Since the wall shows negligible damage beyond 65 ft, the damaged area isn’t wide enough to accommodate speculation of the nearby wings being blasted into nothing. Even if the plane went in at the crazy angle of a 90 degree wing tilt, the wing extremities covering a total span of 125 ft, above and below the explosion still have to be cremated, meaning that an equal span of force has to be generated sideways along the wallface. And yet somehow the building escapes with negligible damage beyond a total span of 65 ft. So this didn’t happen either.
The last hope is to suggest that the explosion took place almost at the instant of impact, before the plane had significantly penetrated the wall. This places the centre of the blast the maximum possible distance from the wall - about 77 ft. It makes no difference to try to compound this by suggesting that the blast was also further towards the back of the plane, because then we have to increase it’s power, to account for the cremated nose. The wall, at the point where the nose struck, still has to be receiving a force equal to that necessary to destroy the nose.
If we draw the 77 ft circle around the middle of the plane, the extremities of the 65 ft hole are only about 8 ft beyond the circle, meaning that this width of wall should still have been subject to massive force, and that we should still be seeing very significant damage beyond this width. At 50 ft either side of the centre of the nose, creating a wallface length of 100 ft, the wall is only about 16 ft from the circle. So although the scenario is not as ridiculous as the previous scenarios, it’s still impossible to reconcile the narrow area of significant damage to the wall with the enormous forces being inflicted on the nearby plane. When one considers that only 16 ft away, the blast is powerful enough to cremate a plane tail or nose, the impact on the 100 ft section of wall should be dramatic.
And this scenario creates another problem. It requires the postulation that there was no significant penetration of the plane into the wall. In this case, then virtually all of the damage we see to the wall, was caused by the explosion, not the impact. In this case, it’s very difficult to create a plausible scenario for the shape and size of the damage. The force would have been at it’s greatest in the centre where the nose was obliterated. It would have been gradually less as you look to the sides. So the original damage should have been V shaped, with the centre point of the V, in the middle of the 65 ft hole, and the wide shallow area at the outside wall. No such evidence exists. What we see is a neat rectangular hole. The obvious counter argument is that the original shape of the hole has been masked by the later collapse of one wedge of the wall, and that the early photos are too obscured by smoke and water to tell us exactly how far and in what shape the original damage extended. Quite so, but this admits that most of the damage wasn’t even caused by the explosion directly, but simply by the secondary collapse, meaning that the original area of direct damage was tiny. For example, the points on the wall 20 ft each side of the centre, creating a total span of 40 ft, were only 5 ft further away than the tail, which was allegedly cremated. So this area should have been ferociously demolished in the original damage. Early photos show this wasn’t the case, and only 15 ft further to each side - points which are only about 9 ft further from the blast than the tail, all we see are broken windows. Some are still intact.
This photo demonstrates the absurdity of this scenario
http://www.pbase.com/image/536173
The windows you can see just outside the damage area are only about 10 ft further away from the blast centre than the nose or tail would have been.
Trying to solve this problem is futile.The fundamental problem is that the modest damage to the wall is not only irreconcilable with the impact of a such a large plane, but also irreconcilable with the explosive forces needed to destroy one.
So any scenario of the plane hitting the building at a 90 degree fuselage angle is impossible. The wreckage is not inside the building, is not outside, and the force of a blast powerful enough to cremate the missing wreckage was impossible in the context of the wall damage.
continued at
http://boston.indymedia.org/front.php3?article_id=8583&group=webcast
part 2
Additional to the fact that this represents less than 0.1 % of the volume of the alleged plane, what evidence is there that any of this was once part of a Boeing 757 ? It could be from anything. We know that something hit the Pentagon, that there was an explosion, and that where there is an explosion there will be debris of some sort.
To argue that this provides any evidence for either side of the argument is witchcraft trial logic. “ You must be a witch, because you wouldn’t have been accused if you weren’t ”.
“ We know that a 757 was there. That proves that this is debris from a 757. And the fact that this is debris from a 757 proves that it was there... ”
This debris is totally unidentifiable, and it’s volume is too insignificant to adress the problem of unaccounted for wreckage
Supporters of the 757 theory claim this fragment to be wreckage from AA 77, citing the AA colours as proof.
http://www.geoffmetcalf.com/pentagon/images/13.jpg
In fact, it is the alleged AA colours which prove conclusively that this cannot possibly be part of the alleged plane. Has American Airlines invented a new kind of indestructible paint? This fragment has allegedly been violently flung out from an explosion which reduced a giant airliner to the dust and ashes and unidentifiable tiny fragments shown in the above photo. And yet the paint is as shiny and new as the day it was applied. Does it take more energy to peel and blacken paint, than to destroy 100 tons of aircraft? Clearly painted sections survive most crashes, as shown in the crash photos. But in those cases, no one is alleging an explosion catastrophic enough to vaporize 100 tons of plane. They break up and perhaps burn a bit. In really fierce crashes, some of the plane may actually be destroyed, but even in these cases, tons of reasonaly intact wreckage remains. So these scenarios are consistent with the recovery of painted sections, even in bad crashes. The allegation that this brightly painted fragment survived is irreconcilable with the claim that 99.99% of the plane was vapourized.
This is about as believable as the stories that the alleged hijackers were identified by the discovery of their miraculously unscathed passports at crash sites which cremated the planes and occupants. The metal is also shiny and new looking, and there is no sign of grass singeing from the heat in the area where it landed. It is quite impossible for this to be from an aircraft which had just been reduced to a pile of ashes.
I anticipate an accusation of inconsistency here.
“First you complain that wreckage is not identifiable, then when it is, you say that such identification would be impossible, proving it’s a fake.”
Not so. The photos shown earlier were examples of identifiable and credible wreckage.
There’s a further problem with this piece of wreckage. The colours are wrong anyway. Take a close look at the colour scheme used by American Airlines. First, note that the alleged wreckage has a white stripe next to red which is of a larger area than the white stripe. Note the absence of any blue stripe.Now let’s look at some actual AA plane photos and you’ll see that that this colour scheme isn’t used. Except possibly in the American Airlines lettering on the top front part of the fuselage, a point I’ll come back to.
This link will take you to a page with thumbnail photos of American Airlines planes. I chose not to supply the direct links to the enlarged thumbnails, because the URLs were extraordinarily long,and faced a significant risk of breaking once published on the web.
http://www.airliners.net/search/photo.search?airlinesearch=American%20Airlines&distinct_entry=true
Note that the striped colour scheme which the crude fake has attempted to copy does not appear on the wings or tail fins. The reason I make this point, is that this rules out the possibility that this piece of the plane was sheared off during the approach, before the explosion, by hitting a lightpole. If there’s any possibility that it’s a genuine AA colour scheme, it can only have come from part of the American Airlines lettering, on the top and front part of the fuselage, which means that this piece could not have been sheared off on the way in, and therefore must have been subject to the explosion. And that is impossible, even if we were to pretend that such an explosion was generally possible. Furthermore the only part of the plane which it could possibly have come from is towards the front. If the explosion occurred in the middle of the plane, debris from the front area would have been flung forwards into the building not away from it. And if the explosion occurred in the front part of the plane, making it possible to blow this piece backwards, then this area of the plane would have been subject to the most powerful part of the blast, so if we were going to see surviving pieces of debris flung backwards, (especially with paintwork still intact ) they should be from the rear of the plane. And if it’s alleged that it was thrown forward with such force that it hit something else and bounced back all this distance, wouldn’t the paintwork, be just a little scratched?
Whoever designed and planted this fake, didn’t think it through.
PART 9. DNA TESTING
Authorities would have us believe that 63 of the 64 people aboard AA 77 were identified from DNA testing.
This link
http://www.giveyourvoice.com/dna-faq.html
(See question 20)
explains why DNA testing is not able to identify all of the WTC victims. Because DNA is destroyed by high temperatures. Read any article or technical paper on DNA storage and sampling, and it will mention the critical role of correct temperature in maintaining the integrity of the samples. And they’re not talking about temperatures above 600 degrees C as being destructive, but temperatures below 150. It needed a minimum temperature of 660 to melt the plane. Actually, a lot more because it would have to have been 660 minimum, at the extremities, so it would have been much higher in most of the centre fuselage where the people were. The temperatures required to cremate it are almost unimaginable. And yet we are supposed to believe both stories, that nothing remains of the plane, but 63 of 64 victims still had their DNA intact, while at the same time the heat generated in the WTC is a serious obstacle to DNA testing.
We were told that even many victims of the Bali bombing in Oct 2002 might never be identified.
http://news.ninemsn.com.au/World/story_40740.asp
[[ The equipment included medical supplies, DNA testing facilities and refrigerated containers to ease the crisis at Denpasar's vastly overworked makeshift morgue.
But officials admitted today the carnage was so horrific that technology would make no difference in some cases.
"It's highly likely that some victims will be unable to be identified," said Australia's consul-general in Bali, Ross Tysoe.
Foreign Minister Alexander Downer, visiting the scene for the first time, said: "Many of them are burnt beyond recognition."
Those close to the deadliest of the two explosions, at Sari's nightclub in the Kuta tourist strip, would have "disintegrated", Mr Downer said. ]]
And yet we are supposed to believe that those at the centre of a blast which vapourized a 100 ton aircraft left DNA which tested 98.4% successful.
To analogize this it’s worth going back to the 1 to 10,000 scale model. It’s like suggesting that before you set fire to it, you placed inside 64 small pieces of plant or animal material. After the catastrophic explosion of the 1/2 gallon of kerosine successfully reduced the 18 lb aluminium model to dust and ashes, 63 of the 64 pieces of material inside, were still able to be successfully DNA tested.
PART 10. THE HOLE IN THE OTHER SIDE OF THE WALL
This photo shows a hole punched through the Pentagon wall at the back of the damaged area.
http://www.mediacen.navy.mil/pubs/allhands/nov01/war18.jpg
Lets find it’s exact location.
In the next photo, scroll to the bottom and look approximately in the middle of the photo, at the back of the third ring, below the second set of windows to the right of the bridge between the rings, casting a large shadow You’ll see the top half of a circular hole.
http://www.geoffmetcalf.com/pentagon/images/16.jpg
Here’s the same scene from a different angle.You can now see all of the hole .
http://www.geoffmetcalf.com/pentagon/images/17.jpg
It appears to be at angle of something like 45 degrees from the first ring damage area. How much stone has been penetrated to make this hole? Assuming no internal walls, 6 walls. If each wall is 3 feet thick, that’s 18 ft of stone, plus or minus any inaccuracy of the guess of the thickness of the walls, perhaps plus anything that was in the way, inside the buildings. Because its at a 45 degree angle, whatever has made it has actually had to punch out 27 ft of stone.
An explosion that digs tunnels? Not even the hard line 757 enthusiasts are suggesting that this was caused by the impossible explosion. The logical explanation is a missile. The 757 supporters claim that it was punched through the wall by one of the plane’s engines.
The engines are mounted on the wings. The wings were allegedly cremated. How did the engine not only escape disintegration, but propel itself forward two to three rings beyond where any of the rest of the plane got to? (Three rings beyond refers to some scenarios that the plane never actually penetrated the building but crashed just outside).
There are only two available energy sources for any part of the plane to move through the wall. The momentum of the plane,and the alleged force of the explosion. If the energy source was the latter, why did it propel one small part of the plane forward, while destroying the rest of it? And if the energy source was the momentum of the plane, why hasn’t the 100 ton fuselage burst through the rings, instead of the 6 ton engine?
I’m going to try to construct the best argument I can that this was caused by an engine. The engine became disconnected from the wing before the plane blew up. Otherwise the engine would have blown up too.
The engine must have been jolted free of the wing and propelled forward by it’s existing motion at the same time as something else stopped the rest of the plane in it’s tracks. By the time the explosion happened, the engine was out of range of the destructive blast, and already punching it’s way through the wall. Why did the engine burst free? As the plane was approaching the building, the wing hit a light pole weakening the mountings around the engine so that it was hanging by a thread. As the nose slammed into the wall, or perhaps the plane hit the ground just in front of the wall, the resultant change of momentum stopped the plane very quickly, jolting the engine free. It fired into the wall, bursting through as the plane blew up.
That’s the best I can do, but there are huge problems.
For a start, the engine weighed about 6 tons, according to these specifications for similar engines
http://home.swipnet.se/~w-48037/l1011techsp.htm
(Note: The weights listed next to the engine on the Boeing technical site referenced at the beginning of the article, do not refer to the engine's weight, but to its thrust power.)
Its a little difficult to imagine that the mountings attatching an engine of this weight could be so critically weakened by hitting a pole, but never mind - ignoring reality has become a regular necessity for any attempt to keep the 757 theory alive. Lets press on.
If we speculate that the nose of the 100 ton plane hit the wall,and stopped dead, hardly penetrating, then we can’t seriously suggest that an engine, 6% of the weight, now travelling at a lesser speed than what the plane would have been doing when it hit the wall, could punch it’s way through three rings. If the plane hit the ground, and stopped dead, a few feet from the wall, and then blew up, where is the 155ft fuselage crater,and the sideways damage from the wings? That’s without the explosion. Where is the circle of devastation which should be a radius of something more than 77 ft? This photo demonstrates that this didn’t happen.
http://66.129.143.7/june2aa.htm
If the engine didn’t detach until after the explosion then it can’t have outrun the blast. Everything would have been blown up together. If the engine detached from the shock of impact, as the nose hit the wall, and then flew towards the wall, the nose had no reason to stop penetrating the wall until the explosion blew it up. This means that the nose was always further forward than the engine, so if the nose is blown up, so is the engine. If we postulate an angle for the plane and a position for the nose, to try to create a scenario that the engine shoots wide of the blast area, then it’s also shooting wide of the impact area. You’d have to produce evidence of a second entry point. Whichever engine it was, it has to pass through the 65 ft hole area, and in any scenario where the nose penetrates the wall, it’s going to pass through later than the nose. And since they must both be travelling into the building at the same angle, then the distance between them will never widen as a result of angle.
So unless you want to suggest that the engine actually fired from the wing before the impact ( like a missile ), then any scenario which has the nose penetrating the wall is impossible. In case someone suggests that the engine fired off immediately upon hitting a light pole, I’ll point out that they’re built to withstand that kind of contact, and even if they weren’t, that would knock the engine backwards, not shoot it ahead of the plane. In fact, whatever the cause of it’s detachment, if it came off when the plane was still moving, it’s impossible for it to have been fired off faster than what the plane was moving, so if anything happened beforehand, it would have fallen off, not shot forward like a missile.
If the scenario involving the nose hitting the wall is impossible, and the scenario of the nose not hitting the wall is also impossible, then it didn’t happen.
So it was a missile. But lets pretend that the previous analysis doesn’t exist and look at other aspects of this question, pretending that the engine theory is still alive.
Lets pretend that it was possible for the plane to stop short of the wall and blow up outside, ignoring the lack of damage to the lawns, and say that the engine was jolted free by the previously speculated method, and managed to outrun the blast, before the plane blew up.
If the plane was doing 400 mph when it suddenly stopped, and the engine flew off at a speed of about 300 mph, then it was travelling towards the wall at about 440 ft per second. The way the engines are mounted on a 757
http://www.airliners.net/open.file/281582/L/
The engine would have about 60 ft to travel to strike the wall, allowing for the plane stopping 5 ft short of the wall. (90 degree fuselage angle) Angling the fuselage at 45 degrees to make the engine’s flight path compatible with the direction of the third ring hole, makes negligible difference to the distance from engine to wall, as long we postulate that it was the inner wing engine. If it was the outer wing, it has to travel about 120 ft to strike the wall. Also, the effective horizontal width created to the north (assuming the plane to have approached from the south) by the outer engine angle, means that the front of the fuselage has to be placed hard against the right edge of the 65 ft hole, to fit the engine's entry point into the damaged area. This is significant, because we are now postulating a scenario where the wall suffered no impact other than the engine strike and the explosion. It’s impossible to make a credible case for the fuselage cremation happening hard up against the edge of the hole, when just a few feet away windows were unbroken. So we need to assume that it was the inner engine. This enables the nose to be placed close to the centre of the area of 65 ft damage, while still allowing the engine to fire through the damaged area, avoiding the problem of having to suggest a non-existent second entry point.
So the engine had about 60 ft to travel to the wall. At 440 ft per second this would take close enough to 150 milliseconds. If the plane blew up before this, the engine would be toasted along with everything else, because it’s travelling a line which takes the inner side of it only 15 ft from the exploding fuselage. So even if had reached the wall, that still wouldn’t save it. We really need to give it time to burrow into the wall a safe distance from the blast. If it’s speed halved to 220 ft per second, when it struck the wall, then it would take about another 50 ms to fully enter it’s 11.5 ft length into the wall, and we need to allow another 50 ms for it to burrow a further 10 ft to be safe. Even this might not be enough because it’s penetration path is crossing the middle of the
65 ft hole, in front of where the nose is blowing up - the part of the wall that would be subject to the most force. It might need another 50 ms of burrowing. So to keep the engine safe from the blast, we have to postulate a delay of 250 to 300 ms after the plane crashed, before it blew up. Instinctively, this seems impossible, although I can’t produce hard data to prove it. But the scenario as a whole is impossible.
This is what had to happen. The plane can’t have hit with the nose pointing sharply down into the ground, because then the engine would have been fired into the ground. So it had to land just about level, but stop dead - like a sudden 90 degree belly flop straight out of a momentum of 400 mph. Then we have to postulate a 250 to 300 ms delay, before it suddenly blows up with a ferocity never before seen in aviation history. During this delay, we have to postulate that it didn’t break up significantly, otherwise other parts of wreckage would have gone flying off and also escaped the blast. Then it suddenly cremated itself, and did all this without damaging the lawns that it belly flopped on to. Impossible.
Postulating tilted wings to try to change distances and angles only makes it worse. If the wings were tilted at 45 degrees, then the lowest point of the upper engine is about 55 ft off the ground, and the the lowest point of the lower engine is about 20 ft off the ground. Since the hole is at ground level, you’d have to describe a precise downwards angle for the nose to get the engine to finish up at ground level after its penetration through the rings. But the bigger problem here is that the nose can’t have hit the ground with the wings tilted, because the lower wing would have broken off first. This makes it rather difficult to suggest the sudden stop necessary to fire off the upper engine wing with any speed. When is the sudden jolt ? When the wing breaks off, or when the nose hits? We probably have to speculate a halved speed for the engine now - if it could still happen at all - meaning that the delay before the explosion is now 500 - 600 ms, which is getting quite ridiculous, and the engine is now lacking the power it needs to have any chance of charging through 27 ft of stone, which is now a bit more, because its being fired from a raised angle. So if you want the wings tilted, you have suggest that the nose was hitting the wall, which takes us back to the same problems that first led us to suggest that it must have hit the ground instead. And its even worse now. With the wings tilted at 45 degrees, the nose would be hitting the wall at a height of about 40 ft, meaning that we have to suggest that it simply bounced off, or stuck in the wall and hung there (while the engine powered through the wall) or if the nose burst through the wall, we’re back to the same old problems.
So the whole engine theory is impossible all round, which ever way you look at it. Nevertheless, lets pretend its still alive and press on.
There’s the question of whether the momentum and weight of the engine was enough to power it’s way through 3 rings of the building.
Let’s do some comparisons with weapons specifically made to penetrate strong buildings.
During WW 2, the British developed the “Tall Boy” Bomb
http://www.members.aol.com/nukeinfo2/
continued at
http://boston.indymedia.org/front.php3?article_id=8585&group=webcast
PART 3
http://boston.indymedia.org/front.php3?article_id=8586&group=webcast
PHYSICAL AND MATHEMATICAL ANALYSIS OF PENTAGON CRASH.
by Gerard Holmgren
investigation77@hotmail.com Copyright: Gerard Holmgren. October 23 2002.This work may be freely copied and distributed without permission as long as it is not for commercial purposes. Please include the author's name, the web adress where you found it, and the copyright notice.
WHERE IS THE WRECKAGE OF AA 77?
INSIDE THE BUILDING?
OUTSIDE THE BUILDING?
CREMATED?
OR NEVER THERE?
It is alleged that on Sept 11, 2001 a hijacked Boeing 757,
American Airlines Flight 77, hit the Pentagon. It is not in dispute that something hit the Pentagon wall and damaged it. Neither is it in dispute that AA 77 is missing. But was AA 77 involved in the Pentagon incident? This article presents an analysis of the physical aspects of the incident, and concludes with a brief examination of the issue of eyewitnesses.
The Sept 11 crashes are unique and unprecedented events in the history of both the press and aviation. In many cases, light plane crashes involving 2 to 3 people have triggered investigations which continued for years. Considering that the explosion and cremation of planes had never before happened, the lack of reporting and/or official investigation is doubly puzzling. The issue of whether a crash results from sabotage or accident should be irrelevant to the alarming question of why four planes allegedly cremated themselves as a result of low to medium impact crashes.
One of the purposes of accident reconstruction in plane crashes is to determine what failed and therefore what is subject to improvement. Normally, the press releases the findings as news in the public interest. Professional analytical information has not been released on the September 11 crashes. If it exists (for insurance purposes, for instance), it has not been released. Why have authorities and the press treated the Sept 11 crashes differently? Who is doing the professional analysis and why does the public not have access to it?
PART 1. PLANE SPECIFICATIONS
Sourced from
http://a188.g.akamaitech.net/f/188/920/15m/http://www.washingtonpost.com/wp-srv/nation/graphics/attack_757200.htm and
http://www.boeing.com/commercial/757family/pf/pf_200tech.html Wingspan 124 ft 10 in (hereafter rounded to 125 ft)
Length 155 ft 3 in (rounded to 155 ft)
Tail height (with landing gear extended ) 44 ft 6 in
Fuselage Width 12 ft 4 in (rounded to 12 ft )
Max fuel capacity 11,489 gallons
Max range 4449 miles
Max take off weight 255,000 lb.
The following specifications were not directly available from any source I could find, but I calculated them based on the above figures, after measuring diagrams and photos. Exact accuracy cannot be guaranteed, but they are close and are sufficient for this analysis.
Tail height (without landing gear extended) 35 ft
Fuselage height (without landing gear extended) 14 ft 6 in (7 ft 3 in above wings, 7 ft 3 in below wings))
Length of each wing 56 ft 3 in
Engine diameter. 9 ft. 6 in
Engine length 11 ft 6 in
Position of engine mounting on wing. Outer edge of engine 25 ft from where wing joins fuselage.
Width of each tail fin 15 ft 6 in
Total tail fin span 39 ft (fuselage is narrower at this point)
An estimated 5 ft of engine is below fuselage level, making the total height of the aircraft without landing gear extended, 40 ft.
You’ll find the calculations throughout this article easier to critically analyze, if you write down the above figures before continuing.
PART 2. ESTIMATIONS OF HOLE DIMENSIONS
Based on this and other similar photos,
http://www.pbase.com/image/536173 I have estimated the hole in the Pentagon wall to be about 65 ft wide, by comparing it with the height of the building which is 77 ft.
http://www.defenselink.mil/pubs/pentagon/facts.html Depth of damage. This is more complex.The Pentagon consists of 5 rings of building, each separated by a space between. I couldn’t find any source which directly stated figures for the depth of the rings and the spaces, and the perspective problems of photos make it more difficult to estimate than the width. On the basis of aerial photos, ( see the links below ) I have estimated the depth of the ring itself to be about 32 ft, and the open space behind it, about the same. The outer ring collapsed , leaving a total depth of about 65 ft that the plane could potentially have fitted into, considering that the second ring of the building was intact.
http://www.defenselink.mil/photos/Sep2001/010914-F-8006R-002.jpg 
http://www.asile.org/citoyens/numero13/pentagone/erreurs_en.htm It should be noted that the original hole was much smaller. The 65 ft wide hole developed when a section of the wall collapsed later.
Look at the following photos, taken soon after the crash, before that section of wall collapsed. The thick smoke and the water jets from the firefighters make it difficult to get a clear view, but we can determine that the hole wasn’t anywhere near even 40 ft wide. Probably less than 20. In most of the photos, it’s difficult to find any hole at all.
http://66.129.143.7/june2aa.htm http://www.asile.org/citoyens/numero13/pentagone/erreurs_en.htm (see the two photos in question 7 )
http://www.ifrance.fr/silentbutdeadly/ (click on the trajectory section and scroll to the photo with the caption “Hole center”and the subsequent photos)
Calculations based on the 65 ft wide and deep (including open space between the rings) hole which developed later, are unreasonably generous to the 757 argument. Nevertheless, I will continue to conduct the analysis on that basis. I am going to attempt to prove that it was physically possible for a Boeing 757 to crash into that section of wall, in a manner consistent with the photographic evidence. If I manage to prove that it was physically possible, that doesn’t prove that it happened - it simply keeps the argument alive. If it proves to be impossible, even by expanding the assumed hole to orders of magnitude greater than what it really was, then it didn’t happen and the argument is concluded.
PART 3. ENTRY IMPACT CALCULATIONS AT 90 DEGREE FUSELAGE ANGLE
By what means could a plane with a wingspan of 125 ft and a length of 155 ft fly into a building, leaving a hole 65 ft by 65 ft, leaving no significant wreckage outside? Is it possible to calculate a wing angle at which the plane might have fitted through? If not, where is the wreckage that did not enter the building?
The plane cannot have impacted with the wings in a near parallel to the ground position and have had the wings enter the building. If it impacted in this manner, the wings must have broken off before they had a chance to hit the building. 125 ft of wing cannot pass through a wall without leaving a 125 ft hole. In order to suggest that the entire plane passed through the 65 ft hole, we must calculate the angle at which the wings would have to have been tilted.
This can be easily done with some graph paper.
Draw a baseline, representing 65 ft - the width of the hole. Draw vertical lines at each end, representing 77 ft - the height of the building. Draw a line representing 125 ft - the wingspan, starting it from the bottom left corner, towards the top right corner, at the angle necessary for the wingspan line not to intersect the right hand vertical line. You’ll see that it is possible for the plane to pass through the 65 ft wide hole, but not for all of the wingspan to pass within the impact area. A significant portion of one wing has passed above the building, avoiding any impact. This section of wing measures about 25 ft - almost 1/2 a wing.
The minimum possible amount of the plane which can have avoided the impact area is a figure something greater than this because the analysis has been biased by a number of factors, beyond credibility in favour of fitting the plane through.
1) assuming the original impact area to be 65 ft wide, when we know that it was significantly smaller.
2) assuming the lower wing tip to be at ground level, which it may not have been.
3) assuming the angle of the fuselage to the wall to be 90 degrees, meaning that the plane travelled straight through, not widening the impact area beyond it’s own effective horizontal width. For example, if the fuselage struck at a 45 degree angle, with the same degree of wing tilt, it would create an impact hole 97.5 ft wide.You can plot this on graph paper too. If you draw two parallel lines straight up the page, crossing a line drawn horizontally, the width of line they pass across is equal to the distance between the parallel lines. If you draw the lines at a 45 degree angle to the horizontal line, they intersect with an area 1.5 times the distance between them. So as soon as any angle is postulated for the approach of the fuselage, then the wings need to be tilted harder in order to fit into the 65 ft hole, increasing the amount of wing that passed above the impact area. If we postulate the wings to be tilted at a ridiculous angle like 80 degrees, not only does this increase the area of wing that’s passed above the impact zone, but also causes the fuselage to be almost at the top of the building, meaning that one of the 15 ft tail fins, now pointing almost straight up, starts to protrude above the impact zone. It doesn’t matter how the angle of approach or wing tilt is juggled. It’s impossible to fit anything remotely approaching the entire plane into the impact zone.
Therefore, this substantial portion of the plane did not hit the building and cannot have been pulverized amid the rubble, and must be accounted for in some other way.
To give an idea of how much the unaccounted for section of wing increases if we lessen the degree of bias, here is a different set of assumptions.
Original width of hole 40 ft. Lower wing tip 10 ft above the ground.
The amount of the wing which would now pass above the impact point would be about 47 ft. And the entire upper tail fin would no longer fit in sideways, because the bottom of the heavily tilted fuselage would be hard up against the right edge of the hole.The wing angle could be tilted more heavily to fit in the tail fin, but this further increases the length of wing passing above the impact zone. This is still assuming a fuselage angle of 90 degrees, and a hole larger than what it really was. So we have to stretch the variables beyond credibility in favour of the 757 theory just to reduce the unaccounted for piece of wing to 25 ft.
Since this large portion of wing would not have had any serious impact upon it, there is no reason for it to have been pulverized into nothing, unless there was an explosion powerful enough to cremate the wings right to the extremities. If this did not occur, then this section of wing would have suffered no impact other than that of falling to the ground or on to a roof after it broke off. It’s conceivable that it could have broken up into a few smaller pieces, but not to have been pulverized beyond evidence of it ever existing. So there should be evidence of a large piece of wing, or several pieces, large enough to be clearly identifiable, outside the crash site, or possibly sitting on top of the rubble. Most likely, it (they) would have finished up somewhere inside the courtyard or on a roof. The chance of it finishing up on top of the rubble would be small, the chance of being buried under the rubble, negligible, and the chance of being under the rubble and smashed into pieces too small to identify, effectively zero.
No evidence exists of any such wreckage, and there is no reason why it should not have been found and presented if it existed. We must therefore conclude that if the 757 theory is to be kept alive, one has to postulate an explosion significant enough to cremate an entire length of wing beyond evidence that it ever existed. Because the only available energy source for such an explosion is the fuel, and an explosion must generate force equally in all directions, this forces us to the conclusion that most of the plane must have been similarly cremated by the explosion.There is also the problem of the tail. Being the last part of the plane to enter the building, the wall should already have been smashed down by the time it entered. So the tail should have suffered less impact than the forward part of the plane, increasing the likelihood of large identifiable pieces being found. That no evidence remains of it also forces us to postulate a massive explosion capable of cremating it.
Before examining this question further, I will now do the same style of analysis on the scenario of the plane hitting the wall with the wings approximately parallel to the ground.
If this happened, it is clear that the wings never contacted the wall. They certainly did not pass through. The hole is 60 ft too narrow, leaving 30 ft of each wing that cannot have passed through. And there is no evidence of any damage to the sides of the hole that would indicate contact of this type. If the wings did hit the wall, they can’t have simply bounced off, without leaving any damage to the wall, while simultaneously cremating themselves from the force of the impact. Especially if the fuselage was apparently able to plough significantly into the building, before being cremated. Not only is the fuselage penetration indicative of the test of strength between the wall and the plane, but the wall would have been weakened by being split open by the fuselage, making it easier for the wings and tail as they followed. So in the event of the wings being parallel, since no wreckage exists to support their existence, we must also postulate an explosion significant enough to cremate the wings to their extremities, in order to account for the two missing 30 ft sections.
Regardless of at what angle the wings may have been tilted, it is impossible for all of the wreckage to have been impacted, buried and crushed beyond identification within the rubble of the 65 ft by 65 ft area of wall damage. A significant section of at least one wing, something more than 25 ft long, never entered the impact zone, and cannot have been cremated by impact alone, and yet appears to have vanished. The lack of any other wreckage also indicates cremation. And since explosions generate force equally in all directions, one can’t postulate an explosion powerful enough to cremate the extremities of the plane - tail, nose and wing tips without postulating that the entire plane was cremated.
Therefore, it is either drop the 757 theory or postulate an explosion powerful enough to cremate the wreckage to the point that no evidence remains of it’s existence.
Before examining in detail the explosion question, lets look at the depth of the hole. 65 ft. The length of the alleged plane was 155 ft. Nothing identifiable remains of any part of the plane. If we were not to postulate an explosion we would have to suggest that the fuselage was compacted to 40% of it’s original length - at least, just to explain the lack of damage to the second ring. That’s assuming the entire depth of the first ring to have been burst through in the initial impact, and part of the compacted plane to have protruded out into the space between the two rings. But if such compacted wreckage came to rest there, it would be highly visible, and without a subsequent explosion, there is no way to explain where the compacted fuselage went. So the entire length of the plane needs to be compacted into the space of the first ring - about 30 ft - quite impossible. One would have to suggest that the fuselage compacted to about 20 % of it’s length against the unyielding wall, and then suddenly burst through, coming to rest inside as a 30 ft lump amongst the rubble. Or alternatively, that it was still being compacted even after it burst through, meaning that as the rear of the plane entered, the rubble and the compacted remains of the front of the plane, were still providing significant resistance, like a person trying to hold a door shut against a stronger opponent, and being gradually pushed back. This can’t happen. The wall either holds or it doesn’t. The plane either penetrates or compacts. It doesn’t do both simultaneously. It’s possible that there could have been a certain amount of compaction before penetration, but at some point the wall had to give way, and once it did, there would be no more compaction. If it’s going to give way, it will be early in the process. And yet, postulating a 50 % compaction of 90 % of the plane, before it suddenly burst through - which is quite impossible - would still leave a final fuselage length of 85 ft to be accounted for - also impossible. And this still leaves unsolved the problem of what happened to it afterwards.
There’s a severe problem not only with the width of the impact area, but also the depth. Neither the fuselage nor the wings can fit into the allotted space.
Postulating an angled entry slightly reduces the amount of compaction required, but not by the orders of magnitude necessary to fundamentally solve the problem. For example, if one was to redo the last calculation on the basis of a 45 degree entry, it would be reduced to a 42% compaction of 90 % of the plane before bursting through, leaving an 85 foot length of wreckage, which lying at a 45 degree angle, would leave about 37 ft of fuselage extending beyond the first ring, almost reaching the second. And there would now be either a wider entry hole, or a greater section of wing which missed the impact zone. .Although debris of some kind exists, there is nothing of enough substance to provide any evidence of what kind of plane it was, and the volume is insufficient to account for anything remotely approaching the dimensions under discussion. This is further proof that in order to keep the 757 theory alive, we must postulate an explosion which cremated the plane.
PART 4. EXPLOSION ANALYSIS AT 90 DEGREE FUSELAGE ANGLE
The only available energy source for such an explosion is the fuel load, which means that the explosion must have been centred in the fuselage. An explosion generates force equally in all directions. It had to have cremated both ends of the plane, which means that the minimum force which can be postulated is one sufficient to destroy a tail or nose from 77 ft away. That’s what was required if the explosion occurred in the exact centre of the plane. Shifting it away from the centre means that less force is needed at one end, but more at another. Since the force must be generated equally in all directions, the smallest force we can postulate is one emanating from the centre, if we assume the force needed for cremation to be equal at both ends. Because any discrepancy in relation to that question is not calculable, I will assume that to be the case. If it is incorrect, it won’t effect the integrity of the following analysis, because it reveals fundamental problems with the scenario as a whole, which can’t be solved by shifting the problem from one part of the plane to another. An equal force must have been generated forward of the centre point, behind it, above it, and below it. (At least potentially so, if not blocked by the ground ) So we must draw a 3D circle around the centre of the plane, and know that every point on the edge of that circle was impacted by a force sufficient to cremate the tail of a plane, and that all points closer to the centre were subject to an even greater force.
If the plane blew up as it was entering the building, there are two basic scenarios. 1) The centre of the explosion was inside the building. For example, the plane entered with the wings sharply titled, and exploded after the wings had entered (and passed above ) the impact area. 2) The explosion occurred outside the building, because it happened earlier in the process than in scenario 1).
The previous analysis of the depth problem tells us that scenario 1) is impossible. If the plane was half way into the building (77 ft of penetration), then even allowing for 12 ft of compacting, the nose would have been hard up against the second ring when the explosion took place. There’s no sign of such damage to the second ring. Nevertheless, I’ll explore the full implications of the “inside the building” scenario, just to make sure that nothing is left out.
Assuming half the plane to be inside the building, and the explosion to be just inside the hole, at this time the tail is still about 77 ft to the front of the wall. It’s exposure to the blast is partly shielded by the fact that the explosion is actually inside the collapsing section of the building. The same goes for the nose which is, allowing for compaction, about 60 ft forward of the blast centre, outside the collapsing ring. And yet both were cremated. So we have to increase the alleged power of the blast to account for the shielding of the front and rear extremities. We can’t quantify the shielding, and must note that because the wall had been smashed down by this time, the shielding may have been small, but we can say that the force of the explosion was something greater than what was needed to cremate the nose and tail, had the plane been in the open.
What would have received the greatest impact from this blast? The centre of the fuselage, and the first ring of the building. The explosion was right inside it. So the building was subject to a force significantly greater than that of the cremated nose and tail.
What was the effect on the building of this massive blast ? Nothing, apparently. It had already been split open and weakened by the impact of the plane entering it. It appears to have suffered no extra damage as a result of the explosion. The wall face was negligibly damaged beyond a width of 65 ft - less, when we take into account that the original hole was smaller. Neither was the inside area of the wall, behind the face, significantly damaged width-wise beyond this point. Neither did the force of the explosion have any effect further into the building. The second ring, right next to the cremated nose, closer than the cremated tail, suffered no damage. If the explosion was centred in the middle of the 65 ft hole, just inside the building, then allowing for the width of the fuselage, it means that the wall suffered negligible sideways damage only 26 ft from the edges of the fuselage which was cremated. Speculation that the wall was of an extraordinarily strong construction, apart from suggesting an impossible strength, makes no contribution to explaining these anomalies. If it was so tough, then how did the plane slice it’s way into it to begin with? We’d have to believe that in the test of strength between the plane and the wall, that the plane penetrated the solid wall, but was then completely obliterated by an explosion which had no effect on the now damaged and weakened building. This isn’t possible.
There’s a further problem. A number of alleged witnesses claim that small pieces of the plane were scattered over a wide area. One (Mike Walter, who’s report I reviewed in a previous article linked later in this article) said he saw debris up on the overpass. Penny Elgas (report reviewed later in this article, said a piece of the plane landed in her car. A number of photos ( examined later) purport to show small fragments of the plane, flung out considerable distances from the scene. But curiously, none of these alleged witnesses or any of the photos describe showers of rubble from the building. Why aren’t there stone pieces scattered all over the place, if the building was the centrepoint of the explosion?
But this is an aside from the main proof. The scenario of the explosion inside the building is impossible on two counts.
1) That an explosion of sufficient power to cremate a 100 ton aircraft, some of it at distances of 77 ft away, could have no impact on an already partly demolished stone building, which was at the centre of the blast.
2)That not enough length of plane could have entered the building, unless one is to suggest that the explosion occurred right at the front of the plane, which then forces one to increase it’s alleged power by orders of magnitude to cremate the rear, more than 140 ft away, compounding the problems of reason 1.
So it’s impossible for the explosion to have occurred inside the building.
In order to keep the 757 theory alive, we must postulate that the explosion took place outside the building. Then we have the same problem in reverse. Suppose the centre point of the explosion was the centre of the plane. If it took place when the wings were close to the wall, then the wall was still subject to the maximum force. A greater force than that applied to the tail. And the nose is now the part that’s shielded, inside the wall. If the 125ft wingspan was parallel and right next to the wall and was cremated, then there should be 125 ft of severe damage along the wall, and an extensive area of gradually declining damage beyond this point. If we tilt the wings at 45 degrees, to reduce the effective horizontal width and effective height of the wingspan to about 90 ft, meaning that no part of the wing was further than 90 ft from the blast, we must still postulate an area of massively destructive force at least 90 ft wide along the wall face, with gradually declining severity of damage further to the sides. There can’t have been a sudden cut off point for damage to the wall. It would have been pulverized to nothing at the centre point, gradually reducing in severity, to cosmetic damage such as broken windows, blackening and superficial face damage at a point significantly beyond the wingspan width. Since the wall shows negligible damage beyond 65 ft, the damaged area isn’t wide enough to accommodate speculation of the nearby wings being blasted into nothing. Even if the plane went in at the crazy angle of a 90 degree wing tilt, the wing extremities covering a total span of 125 ft, above and below the explosion still have to be cremated, meaning that an equal span of force has to be generated sideways along the wallface. And yet somehow the building escapes with negligible damage beyond a total span of 65 ft. So this didn’t happen either.
The last hope is to suggest that the explosion took place almost at the instant of impact, before the plane had significantly penetrated the wall. This places the centre of the blast the maximum possible distance from the wall - about 77 ft. It makes no difference to try to compound this by suggesting that the blast was also further towards the back of the plane, because then we have to increase it’s power, to account for the cremated nose. The wall, at the point where the nose struck, still has to be receiving a force equal to that necessary to destroy the nose.
If we draw the 77 ft circle around the middle of the plane, the extremities of the 65 ft hole are only about 8 ft beyond the circle, meaning that this width of wall should still have been subject to massive force, and that we should still be seeing very significant damage beyond this width. At 50 ft either side of the centre of the nose, creating a wallface length of 100 ft, the wall is only about 16 ft from the circle. So although the scenario is not as ridiculous as the previous scenarios, it’s still impossible to reconcile the narrow area of significant damage to the wall with the enormous forces being inflicted on the nearby plane. When one considers that only 16 ft away, the blast is powerful enough to cremate a plane tail or nose, the impact on the 100 ft section of wall should be dramatic.
And this scenario creates another problem. It requires the postulation that there was no significant penetration of the plane into the wall. In this case, then virtually all of the damage we see to the wall, was caused by the explosion, not the impact. In this case, it’s very difficult to create a plausible scenario for the shape and size of the damage. The force would have been at it’s greatest in the centre where the nose was obliterated. It would have been gradually less as you look to the sides. So the original damage should have been V shaped, with the centre point of the V, in the middle of the 65 ft hole, and the wide shallow area at the outside wall. No such evidence exists. What we see is a neat rectangular hole. The obvious counter argument is that the original shape of the hole has been masked by the later collapse of one wedge of the wall, and that the early photos are too obscured by smoke and water to tell us exactly how far and in what shape the original damage extended. Quite so, but this admits that most of the damage wasn’t even caused by the explosion directly, but simply by the secondary collapse, meaning that the original area of direct damage was tiny. For example, the points on the wall 20 ft each side of the centre, creating a total span of 40 ft, were only 5 ft further away than the tail, which was allegedly cremated. So this area should have been ferociously demolished in the original damage. Early photos show this wasn’t the case, and only 15 ft further to each side - points which are only about 9 ft further from the blast than the tail, all we see are broken windows. Some are still intact.
This photo demonstrates the absurdity of this scenario
http://www.pbase.com/image/536173 The windows you can see just outside the damage area are only about 10 ft further away from the blast centre than the nose or tail would have been.
Trying to solve this problem is futile.The fundamental problem is that the modest damage to the wall is not only irreconcilable with the impact of a such a large plane, but also irreconcilable with the explosive forces needed to destroy one.
So any scenario of the plane hitting the building at a 90 degree fuselage angle is impossible. The wreckage is not inside the building, is not outside, and the force of a blast powerful enough to cremate the missing wreckage was impossible in the context of the wall damage.
continued at
http://boston.indymedia.org/front.php3?article_id=8583&group=webcast part 2
Additional to the fact that this represents less than 0.1 % of the volume of the alleged plane, what evidence is there that any of this was once part of a Boeing 757 ? It could be from anything. We know that something hit the Pentagon, that there was an explosion, and that where there is an explosion there will be debris of some sort.
To argue that this provides any evidence for either side of the argument is witchcraft trial logic. “ You must be a witch, because you wouldn’t have been accused if you weren’t ”.
“ We know that a 757 was there. That proves that this is debris from a 757. And the fact that this is debris from a 757 proves that it was there... ”
This debris is totally unidentifiable, and it’s volume is too insignificant to adress the problem of unaccounted for wreckage
Supporters of the 757 theory claim this fragment to be wreckage from AA 77, citing the AA colours as proof.
http://www.geoffmetcalf.com/pentagon/images/13.jpg 
In fact, it is the alleged AA colours which prove conclusively that this cannot possibly be part of the alleged plane. Has American Airlines invented a new kind of indestructible paint? This fragment has allegedly been violently flung out from an explosion which reduced a giant airliner to the dust and ashes and unidentifiable tiny fragments shown in the above photo. And yet the paint is as shiny and new as the day it was applied. Does it take more energy to peel and blacken paint, than to destroy 100 tons of aircraft? Clearly painted sections survive most crashes, as shown in the crash photos. But in those cases, no one is alleging an explosion catastrophic enough to vaporize 100 tons of plane. They break up and perhaps burn a bit. In really fierce crashes, some of the plane may actually be destroyed, but even in these cases, tons of reasonaly intact wreckage remains. So these scenarios are consistent with the recovery of painted sections, even in bad crashes. The allegation that this brightly painted fragment survived is irreconcilable with the claim that 99.99% of the plane was vapourized.
This is about as believable as the stories that the alleged hijackers were identified by the discovery of their miraculously unscathed passports at crash sites which cremated the planes and occupants. The metal is also shiny and new looking, and there is no sign of grass singeing from the heat in the area where it landed. It is quite impossible for this to be from an aircraft which had just been reduced to a pile of ashes.
I anticipate an accusation of inconsistency here.
“First you complain that wreckage is not identifiable, then when it is, you say that such identification would be impossible, proving it’s a fake.”
Not so. The photos shown earlier were examples of identifiable and credible wreckage.
There’s a further problem with this piece of wreckage. The colours are wrong anyway. Take a close look at the colour scheme used by American Airlines. First, note that the alleged wreckage has a white stripe next to red which is of a larger area than the white stripe. Note the absence of any blue stripe.Now let’s look at some actual AA plane photos and you’ll see that that this colour scheme isn’t used. Except possibly in the American Airlines lettering on the top front part of the fuselage, a point I’ll come back to.
This link will take you to a page with thumbnail photos of American Airlines planes. I chose not to supply the direct links to the enlarged thumbnails, because the URLs were extraordinarily long,and faced a significant risk of breaking once published on the web.
http://www.airliners.net/search/photo.search?airlinesearch=American%20Airlines&distinct_entry=true Note that the striped colour scheme which the crude fake has attempted to copy does not appear on the wings or tail fins. The reason I make this point, is that this rules out the possibility that this piece of the plane was sheared off during the approach, before the explosion, by hitting a lightpole. If there’s any possibility that it’s a genuine AA colour scheme, it can only have come from part of the American Airlines lettering, on the top and front part of the fuselage, which means that this piece could not have been sheared off on the way in, and therefore must have been subject to the explosion. And that is impossible, even if we were to pretend that such an explosion was generally possible. Furthermore the only part of the plane which it could possibly have come from is towards the front. If the explosion occurred in the middle of the plane, debris from the front area would have been flung forwards into the building not away from it. And if the explosion occurred in the front part of the plane, making it possible to blow this piece backwards, then this area of the plane would have been subject to the most powerful part of the blast, so if we were going to see surviving pieces of debris flung backwards, (especially with paintwork still intact ) they should be from the rear of the plane. And if it’s alleged that it was thrown forward with such force that it hit something else and bounced back all this distance, wouldn’t the paintwork, be just a little scratched?
Whoever designed and planted this fake, didn’t think it through.
PART 9. DNA TESTING
Authorities would have us believe that 63 of the 64 people aboard AA 77 were identified from DNA testing.
This link
http://www.giveyourvoice.com/dna-faq.html (See question 20)
explains why DNA testing is not able to identify all of the WTC victims. Because DNA is destroyed by high temperatures. Read any article or technical paper on DNA storage and sampling, and it will mention the critical role of correct temperature in maintaining the integrity of the samples. And they’re not talking about temperatures above 600 degrees C as being destructive, but temperatures below 150. It needed a minimum temperature of 660 to melt the plane. Actually, a lot more because it would have to have been 660 minimum, at the extremities, so it would have been much higher in most of the centre fuselage where the people were. The temperatures required to cremate it are almost unimaginable. And yet we are supposed to believe both stories, that nothing remains of the plane, but 63 of 64 victims still had their DNA intact, while at the same time the heat generated in the WTC is a serious obstacle to DNA testing.
We were told that even many victims of the Bali bombing in Oct 2002 might never be identified.
http://news.ninemsn.com.au/World/story_40740.asp [[ The equipment included medical supplies, DNA testing facilities and refrigerated containers to ease the crisis at Denpasar's vastly overworked makeshift morgue.
But officials admitted today the carnage was so horrific that technology would make no difference in some cases.
"It's highly likely that some victims will be unable to be identified," said Australia's consul-general in Bali, Ross Tysoe.
Foreign Minister Alexander Downer, visiting the scene for the first time, said: "Many of them are burnt beyond recognition."
Those close to the deadliest of the two explosions, at Sari's nightclub in the Kuta tourist strip, would have "disintegrated", Mr Downer said. ]]
And yet we are supposed to believe that those at the centre of a blast which vapourized a 100 ton aircraft left DNA which tested 98.4% successful.
To analogize this it’s worth going back to the 1 to 10,000 scale model. It’s like suggesting that before you set fire to it, you placed inside 64 small pieces of plant or animal material. After the catastrophic explosion of the 1/2 gallon of kerosine successfully reduced the 18 lb aluminium model to dust and ashes, 63 of the 64 pieces of material inside, were still able to be successfully DNA tested.
PART 10. THE HOLE IN THE OTHER SIDE OF THE WALL
This photo shows a hole punched through the Pentagon wall at the back of the damaged area.
http://www.mediacen.navy.mil/pubs/allhands/nov01/war18.jpg 
Lets find it’s exact location.
In the next photo, scroll to the bottom and look approximately in the middle of the photo, at the back of the third ring, below the second set of windows to the right of the bridge between the rings, casting a large shadow You’ll see the top half of a circular hole.
http://www.geoffmetcalf.com/pentagon/images/16.jpg 
Here’s the same scene from a different angle.You can now see all of the hole .
http://www.geoffmetcalf.com/pentagon/images/17.jpg 
It appears to be at angle of something like 45 degrees from the first ring damage area. How much stone has been penetrated to make this hole? Assuming no internal walls, 6 walls. If each wall is 3 feet thick, that’s 18 ft of stone, plus or minus any inaccuracy of the guess of the thickness of the walls, perhaps plus anything that was in the way, inside the buildings. Because its at a 45 degree angle, whatever has made it has actually had to punch out 27 ft of stone.
An explosion that digs tunnels? Not even the hard line 757 enthusiasts are suggesting that this was caused by the impossible explosion. The logical explanation is a missile. The 757 supporters claim that it was punched through the wall by one of the plane’s engines.
The engines are mounted on the wings. The wings were allegedly cremated. How did the engine not only escape disintegration, but propel itself forward two to three rings beyond where any of the rest of the plane got to? (Three rings beyond refers to some scenarios that the plane never actually penetrated the building but crashed just outside).
There are only two available energy sources for any part of the plane to move through the wall. The momentum of the plane,and the alleged force of the explosion. If the energy source was the latter, why did it propel one small part of the plane forward, while destroying the rest of it? And if the energy source was the momentum of the plane, why hasn’t the 100 ton fuselage burst through the rings, instead of the 6 ton engine?
I’m going to try to construct the best argument I can that this was caused by an engine. The engine became disconnected from the wing before the plane blew up. Otherwise the engine would have blown up too.
The engine must have been jolted free of the wing and propelled forward by it’s existing motion at the same time as something else stopped the rest of the plane in it’s tracks. By the time the explosion happened, the engine was out of range of the destructive blast, and already punching it’s way through the wall. Why did the engine burst free? As the plane was approaching the building, the wing hit a light pole weakening the mountings around the engine so that it was hanging by a thread. As the nose slammed into the wall, or perhaps the plane hit the ground just in front of the wall, the resultant change of momentum stopped the plane very quickly, jolting the engine free. It fired into the wall, bursting through as the plane blew up.
That’s the best I can do, but there are huge problems.
For a start, the engine weighed about 6 tons, according to these specifications for similar engines
http://home.swipnet.se/~w-48037/l1011techsp.htm (Note: The weights listed next to the engine on the Boeing technical site referenced at the beginning of the article, do not refer to the engine's weight, but to its thrust power.)
Its a little difficult to imagine that the mountings attatching an engine of this weight could be so critically weakened by hitting a pole, but never mind - ignoring reality has become a regular necessity for any attempt to keep the 757 theory alive. Lets press on.
If we speculate that the nose of the 100 ton plane hit the wall,and stopped dead, hardly penetrating, then we can’t seriously suggest that an engine, 6% of the weight, now travelling at a lesser speed than what the plane would have been doing when it hit the wall, could punch it’s way through three rings. If the plane hit the ground, and stopped dead, a few feet from the wall, and then blew up, where is the 155ft fuselage crater,and the sideways damage from the wings? That’s without the explosion. Where is the circle of devastation which should be a radius of something more than 77 ft? This photo demonstrates that this didn’t happen.
http://66.129.143.7/june2aa.htm If the engine didn’t detach until after the explosion then it can’t have outrun the blast. Everything would have been blown up together. If the engine detached from the shock of impact, as the nose hit the wall, and then flew towards the wall, the nose had no reason to stop penetrating the wall until the explosion blew it up. This means that the nose was always further forward than the engine, so if the nose is blown up, so is the engine. If we postulate an angle for the plane and a position for the nose, to try to create a scenario that the engine shoots wide of the blast area, then it’s also shooting wide of the impact area. You’d have to produce evidence of a second entry point. Whichever engine it was, it has to pass through the 65 ft hole area, and in any scenario where the nose penetrates the wall, it’s going to pass through later than the nose. And since they must both be travelling into the building at the same angle, then the distance between them will never widen as a result of angle.
So unless you want to suggest that the engine actually fired from the wing before the impact ( like a missile ), then any scenario which has the nose penetrating the wall is impossible. In case someone suggests that the engine fired off immediately upon hitting a light pole, I’ll point out that they’re built to withstand that kind of contact, and even if they weren’t, that would knock the engine backwards, not shoot it ahead of the plane. In fact, whatever the cause of it’s detachment, if it came off when the plane was still moving, it’s impossible for it to have been fired off faster than what the plane was moving, so if anything happened beforehand, it would have fallen off, not shot forward like a missile.
If the scenario involving the nose hitting the wall is impossible, and the scenario of the nose not hitting the wall is also impossible, then it didn’t happen.
So it was a missile. But lets pretend that the previous analysis doesn’t exist and look at other aspects of this question, pretending that the engine theory is still alive.
Lets pretend that it was possible for the plane to stop short of the wall and blow up outside, ignoring the lack of damage to the lawns, and say that the engine was jolted free by the previously speculated method, and managed to outrun the blast, before the plane blew up.
If the plane was doing 400 mph when it suddenly stopped, and the engine flew off at a speed of about 300 mph, then it was travelling towards the wall at about 440 ft per second. The way the engines are mounted on a 757
http://www.airliners.net/open.file/281582/L/ The engine would have about 60 ft to travel to strike the wall, allowing for the plane stopping 5 ft short of the wall. (90 degree fuselage angle) Angling the fuselage at 45 degrees to make the engine’s flight path compatible with the direction of the third ring hole, makes negligible difference to the distance from engine to wall, as long we postulate that it was the inner wing engine. If it was the outer wing, it has to travel about 120 ft to strike the wall. Also, the effective horizontal width created to the north (assuming the plane to have approached from the south) by the outer engine angle, means that the front of the fuselage has to be placed hard against the right edge of the 65 ft hole, to fit the engine's entry point into the damaged area. This is significant, because we are now postulating a scenario where the wall suffered no impact other than the engine strike and the explosion. It’s impossible to make a credible case for the fuselage cremation happening hard up against the edge of the hole, when just a few feet away windows were unbroken. So we need to assume that it was the inner engine. This enables the nose to be placed close to the centre of the area of 65 ft damage, while still allowing the engine to fire through the damaged area, avoiding the problem of having to suggest a non-existent second entry point.
So the engine had about 60 ft to travel to the wall. At 440 ft per second this would take close enough to 150 milliseconds. If the plane blew up before this, the engine would be toasted along with everything else, because it’s travelling a line which takes the inner side of it only 15 ft from the exploding fuselage. So even if had reached the wall, that still wouldn’t save it. We really need to give it time to burrow into the wall a safe distance from the blast. If it’s speed halved to 220 ft per second, when it struck the wall, then it would take about another 50 ms to fully enter it’s 11.5 ft length into the wall, and we need to allow another 50 ms for it to burrow a further 10 ft to be safe. Even this might not be enough because it’s penetration path is crossing the middle of the
65 ft hole, in front of where the nose is blowing up - the part of the wall that would be subject to the most force. It might need another 50 ms of burrowing. So to keep the engine safe from the blast, we have to postulate a delay of 250 to 300 ms after the plane crashed, before it blew up. Instinctively, this seems impossible, although I can’t produce hard data to prove it. But the scenario as a whole is impossible.
This is what had to happen. The plane can’t have hit with the nose pointing sharply down into the ground, because then the engine would have been fired into the ground. So it had to land just about level, but stop dead - like a sudden 90 degree belly flop straight out of a momentum of 400 mph. Then we have to postulate a 250 to 300 ms delay, before it suddenly blows up with a ferocity never before seen in aviation history. During this delay, we have to postulate that it didn’t break up significantly, otherwise other parts of wreckage would have gone flying off and also escaped the blast. Then it suddenly cremated itself, and did all this without damaging the lawns that it belly flopped on to. Impossible.
Postulating tilted wings to try to change distances and angles only makes it worse. If the wings were tilted at 45 degrees, then the lowest point of the upper engine is about 55 ft off the ground, and the the lowest point of the lower engine is about 20 ft off the ground. Since the hole is at ground level, you’d have to describe a precise downwards angle for the nose to get the engine to finish up at ground level after its penetration through the rings. But the bigger problem here is that the nose can’t have hit the ground with the wings tilted, because the lower wing would have broken off first. This makes it rather difficult to suggest the sudden stop necessary to fire off the upper engine wing with any speed. When is the sudden jolt ? When the wing breaks off, or when the nose hits? We probably have to speculate a halved speed for the engine now - if it could still happen at all - meaning that the delay before the explosion is now 500 - 600 ms, which is getting quite ridiculous, and the engine is now lacking the power it needs to have any chance of charging through 27 ft of stone, which is now a bit more, because its being fired from a raised angle. So if you want the wings tilted, you have suggest that the nose was hitting the wall, which takes us back to the same problems that first led us to suggest that it must have hit the ground instead. And its even worse now. With the wings tilted at 45 degrees, the nose would be hitting the wall at a height of about 40 ft, meaning that we have to suggest that it simply bounced off, or stuck in the wall and hung there (while the engine powered through the wall) or if the nose burst through the wall, we’re back to the same old problems.
So the whole engine theory is impossible all round, which ever way you look at it. Nevertheless, lets pretend its still alive and press on.
There’s the question of whether the momentum and weight of the engine was enough to power it’s way through 3 rings of the building.
Let’s do some comparisons with weapons specifically made to penetrate strong buildings.
During WW 2, the British developed the “Tall Boy” Bomb
http://www.members.aol.com/nukeinfo2/ continued at
http://boston.indymedia.org/front.php3?article_id=8585&group=webcast PART 3
http://boston.indymedia.org/front.php3?article_id=8586&group=webcast
brian
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