Reply to Response To The John Lear Hologram Challenge
What made the 'cartoon cutouts' in the steel side of the buildings?
Was Wile E. Coyote here?
Thanks IIB for your interesting but totally ludicrous response. I’ll bet you were sweating bullets trying to get that Boeing 767 to fit into that
little crack allegedly made by a 150 ton airliner. Some of us had a good laugh over that one.
But to review a few things before I begin my Reply to your Response I would like to point out the following:
The cartoon cutouts in the side of the World Trade Center towers were probably made by demolition experts to simulate an airplane crashing into it.
Several posters, including yourself, have posted photo shopped lines or images of a Boeing 767 fitting neatly into the area carefully demolished by
controlled demolition experts to simulate a Boeing 767 crashing into the World Trade Center.
The fact is that it is totally impossible for an airplane the size of a Boeing 767 to crash into a building ‘like gliding through butter’. From
the moment the nose contacts the building until the time the tails disappears is from between .20 and .25 seconds, having not been restricted or even
slowed by an initial contact with exterior steel box columns each column a hollow 14-inch square box-shaped length of steel, its center 39 inches from
the center of the next column then, less than 60 feet later, contacting a 47 column core within an overall rectangular core floor area of
approximately 87 feet x 137 feet (26.5 m x 41.8 m), each column of which had a rectangular cross section of approximately 36" x 14" at the base with
steel 4" thick all around (100 mm), tapering to ¼" (6 mm) thickness at the top.
This gliding through butter illusion/hoax is worthy only of a Wile E. Coyote cartoon but is nothing more than a sick joke and believed only by the
Each of the following listed companies are the defendants in the Qui Tam Complaint filed in United States District Court for the Southern District of
New York Docket No. May 31, 2007 by Plaintiff/Relator Dr. Morgan Reynolds on behalf of the United States of America who brings this action to:
recover treble damages and civil penalties under the False Claims Act, 31 U.S.C. P. 3729-33 and to recover all available damages and other
monetary relief under the common law or equitable theories of unjust enrichment, payment under mistake of fact, recoupment of overpayments and common
law fraud, based on defendant’s false claims and false statements made in and pursuant to certain reports, meetings, decision-making procedures,
documentation, analyses of various types that resulted in the accumulation of thousands of pages of text, reports, illustration and graphic displays
for which the defendants received significant monetary compensation, all the while having overt and direct knowledge, that all such documentation was
either false, fraudulent, a sham and/or designed to obfuscate the true and correct state of affairs that existed and that was hidden and hereinafter
articulated in detail including:
(13)… defendants and each and every one of them especially those among them who are developers of PsyOps, including by way of non-exhaustive
example, SAIC and ARA, committed fraud in seeking to have NCSTAR 1 deceive the public into not recognizing that WTC1,2 could not reasonably or
possibly have been hit by jetliners in the manner depicted in some (but not other TV feeds) absent the use of PsyOps. Some of the defendants knew as
much; other defendants either knew or if they did not, they should have known as it is all but obvious that hollow aluminum cannot glide through
reinforced steel. To the extent they did not know this, such ignorance was willful, intentional and actionable under the False Claims Act.
SCIENCE APPLICATIONS INTERNATIONAL CORP.;
APPLIED RESEARCH ASSOCIATES, INC.;
BOEING; NuSTATS; COMPUTER AIDED ENGINEERING ASSOCIATES, INC.;
DATASOURCE, INC.; GEOSTAATS, INC.;
GILSANZ MURRAY STEFICEK LLP;
HUGHES ASSOCIATES, INC.; AJMAL ABBASI;
EDUARDO KAUSEL; DAVID PARKS;
DAVID SHARP; DANIELE VENEZANO;
JOSEF VAN DYCK; KASPAR WILLIAM;
ROLF JENSEN & ASSOCIATES, INC;
ROSENWASSER/GROSSMAN CONSULTING ENGINEERS, P.C.;
SIMPSON GUMPERTZ & HEGER, INC.;
S. K. GHOSH ASSOCIATES, INC.;
SKIDMORE, OWINGS & MERRILL, LLP;
TENG & ASSOCIATES, INC.;
UNDERWRITERS LABORATORIES, INC.;
WISS, JANNEY, ELSTNER ASSOCIATES, INC.;
AMERICAN AIRLINES; SILVERSTEIN PROPERTIES;
and UNITED AIRLINES.
Below I have posted 3 images. The image you posted of the lady standing at the edge of the building, your photo shopped image placing a Boeing 767
neatly fitting into what appears to be a crack made by controlled demolition to simulate an airliner crashing into a building and the image with the
girl in which I placed your Boeing 767 outline.
Here is the first photo, the one containing the lady standing near the edge:
The second is your photo with the Boeing 767 neatly fitting into the controlled demolition crack in the building:
The third is the first picture, of the woman standing in the building but I have added an outline of the Boeing 767 exactly as you placed it in the
You can see that I have drawn the shape of the wing exactly where you placed it, along with the horizontal stabilizer. After checking out some line
drawings and photos of the front view of the Boeing 767 I believe that it was mistakenly placed too far to the inboard and the overall diameter was
too small so I changed it and moved it slightly outboard and enlarged it slightly. aa represents the tip of the left hand horizontal stabilizer the
very tip of which very nearly coincides with the centerline of the engine on drawings I have seen of the Boeing 767. The placement or the size of the
engine has no relevance in my Reply.
I have numbered the box columns in the photo, from left to right, one through 15.
First I would like you to notice that A, B, C, D, and E, which point to areas on or near where the wings should have breached the columns of 1, 2, 3,
4 and 5, steel boxes. A close look will reveal that none of these steel columns was breached, or broken, or split in any manner such that the outer
wing panel of a Boeing 767 could have passed through it. A yellow line, labeled ff, drawn vertically down represents the portion of the left hand
outer wing panel to the left of which could not have passed into the building.
The span or length of a Boeing 767 wing is approximately 156 feet. Since each column is 39 inches on center we have approximately 11.5 ft of the left
outer wing panel that did not fall to the ground or penetrate the building. We will refer to the missing outer wing panel as the Stealth Left Outer
Wing Panel (SLOWP, pronounced slo-wop).
Proceeding further to the right of the Stealth Left Outer Wing Panel we see that the wing intersects the box columns 7, 8, 9, 10, 11, and 12. So that
would be another 19.5 feet that could not have made it into the building. So that’s about 31 feet of wing that was not found on the ground and
could not have penetrated the building. We will refer to that 31 feet as the Stealth Left Wing Cumulative Total or (SLWCT pronounced slow-cut).
There is another section of the wing that intersects box columns 14 and 15. Even if the wing would have missed them by being several feet lower the
left horizontal stabilizer could not possibly have missed them.
And if by some miracle the wing would have missed box column 13 and 14 it would still not affect the intersection of the wing with box columns 7, 8,
9, 10 11, and 12.
To the suggestion that box columns 7, 8, 9, 10, 11 and 12 may have sagged we have this from “Why did the Trade Center Skyscrapers Collapse” by
None of the upper sections (the 45 exterior columns that were fractured in the North Tower between floors 94 and 98) visibly sags or buckles
towards its counterpart column below. We can infer this because of the aluminum covers on the columns: each seam uniformly aligns properly across the
tower, forming a horizontal ‘dashed line’ in the facade from beveled end to end. Despite (what is allegedly) an impact hole, gaps in perimeter
columns, and missing parts of floors 95-98 at the opening, the aluminum façade shows no evidence of vertical displacement in the columns, suggestive
of little or no wider floor buckling at the perimeter.
The aluminum covers attached to the columns also aligned vertically after (alleged) impact, that is, separated columns continued to visually remain,
‘plumb’ (true vertical), lining up top to bottom around the aperture, implying no perceptible horizontal displacement of the columns. Photographic
evidence for the northeast side of the north tower showed no wider secondary structural impact beyond the opening itself.
If the wing were lowered enough to fit into the openings of those box columns (box columns 7, 8, 9, 10, 11, and 12) the right outer wing panel hole
will not line up, not to mention it would also lower the left outer wing panel to still squarely contact box columns 1, 2, 3, 4 and, 5, to now also
include box column 8, not to mention that now the lower fuselage will be contacting the box columns below it and probably the floor itself.
Now I would like to direct your attention the the left hand horizontal stabilizer (bb). You will see that it squarely would contact box columns 12,
13, 14, and 15.
Lets see how far down we would have to lower the left hand horizontal stabilizer to make it clear 13, 14, 15 box columns. Just right of center, on the
lower half of the picture, is a girl standing on the edge of the building. We will call her Wonder Woman because presumably she has just survived an
explosion and fire that virtually burned up an entire airplane including two 6 ton engines, a massive wing, a massive horizontal and vertical tail
assembly with an associated empennage, hydraulic cylinders and hydraulic struts along with huge aluminum forgings and oxygen tanks; and her pants
appear to be spotless.
Wonder Woman’s height is probably between 5 and 6 feet and we’ll call that height cc. Now look just above her and slightly to the left below the
left hand horizontal stabilizer. That yellow line, with an arrow on both ends represents the height of the girl and is probably about 5 to 6 feet. So
you can see that the left hand horizontal stabilizer would have to be lowered approximately 5 or 6 feet to clear the box columns 13, 14, 15 and twice
that distance (about 12 feet) to clear box column 12. But if you lower the horizontal stabilizer 5 to 6 feet you have to lower the fuselage 5 to 6
feet and then nothing else fits.
And as long as we are looking at this part of the picture please notice the three lines marked as ee. They point to 3 perfectly and squarely cut box
columns. Probably cut by thermite.
Since no part of the left hand horizontal stabilizer was found on the ground and since it could not possibly have entered the building we will refer
to it as the Stealth Left Hand Horizontal Stabilizer (SLRHHS, pronounced slersh).
Please keep in mind that although I have not brought the engine into the presentation and that the exact placement may be a little different, that no
matter whether its slightly more to the right or slightly smaller that it would contact box columns 12 and 13, which, if it did, then those column
were made of rubber and not steel because they bounced back up almost vertical after the plane allegedly passed by. Unlike box column 14 which is
missing. It was probably made of steel.
And under no circumstance of airplane and/or engine placement would it be possible for the CF-6 engine to be far enough to the right to take out box
columns 14 and 15 but not 13.
Now under the wing is a dashed green line labeled dd. That dashed green line represents the lowest angle that the wing could have had above the
sheared box columns. If that were the case then the left wing tip would still contact box column 1, 2, 3, 4 and 5 and the horizontal stabilizer would
still have contacted box column 12, and the engine would have contacted box column 12, 13, and 14, the right wing would not match the demolition cut
on the right side and the right engine would have contacted the box columns below it.
That a Boeing 767, essentially a large aluminum tube, could have penetrated the World Trade Center tower in the manner and fashion as you suggest is
impossible. It is not consistent with the facts and was a PsyOp by persons within the U.S. Government as a prelude or set-up to totally destroy both
World Trade Center Towers with a combination of a Directed Energy Weapon and controlled demolition murdering over 3000 Americans in the process.
In the Qui Tam Complaint filed with the United States District Court for the Southern District of New York Plaintiff/Relator Morgan Reynolds states in
Several of the defendants with whom NIST contracted for services in the preparation of NCSTAR 1 are, themselves, primarily engaged as defense
contractors in a variety of disciplines, including, without limitation, very specific involvement in the use, development, manufacture, testing and or
assessment of usability of directe d energy weapons. In other words, NIST contracted with those who have the greatest familiarity with directed energy
weapons in order to produce a report that sought to go to any length necessary to avoid, disguise, omit and otherwise divert attention away from the
actual, real and intended destruction of the WTC complex by use of one device, namely directed energy weaponry, while pretending that the cause was
the result of conditions that would be impossible based on the extent to which the NIST report, NCSTAR 1 violated both the laws of physics and common
sense. By way of one example, NIST’s NCSTAR 1 report found no piece of steel that had been subjected to a temperature higher than 600 degrees C, and
most had not encountered a temperature of higher than 250 degrees C; yet, NIST offered no explanation whatever for the visual confirmation that most
of the steel of the WTC complex was turned to dust and otherwise visibly subjected to a destructive process that could not conceivably have been
caused by the effects, combined or otherwise, of jet fuel, gravity and/or damage from jetliner impacts.
No Boeing 767’s crashed into the World Trade Center on 911. End of story.